Mind the gap: ‘Misalignment’ between cruise ships and ports slows shore power adoption

Shore power is one of the most immediate solutions for reducing CO2 and greenhouse gas (GHG) emissions, allowing ships to shut off their diesel auxiliary generators and plug into the local electrical grid while at berth. Depending on the mix of energy sources, plugging into shore power could enable a cruise ship to reduce emissions by up to 98%, according to studies by ports and the US Environmental Protection Agency.

But progress on cold ironing is being slowed by the inability of ports, electrical grids, and shoreside infrastructure to meet the power demands of cruise ships, according to a class society executive.

“There is a misalignment between the cruise ship and the port. The real criticality is that they are moving at different speeds,” said RINA vice president, head of Passenger Ships Segment North America, Michele Landro. While owners are “making huge investments” to connect to onshore power at ports, the shoreside infrastructure is not always ready. This is particularly the case at ports in North America, which lag those in the EU in adopting shore power technology, said Mr Landro.

61% of cruise ships controlled by members of the Cruise Lines International Association (CLIA) are equipped with shore power connections, rising to 86% by 2028, according to the association.

Integral to speeding up the transition to shore power is government policy and regulation, he said. FuelEU Maritime, part of the EU’s Fit for 55 legislation, requires cruise ships and container ships (5,000 gt and above) to use onshore shore power or zero-emission technology when docked at major EU/EEA ports starting 1 January 2030. This will be extended to all EU ports by 1 January 2035.

Speaking to Passenger Ship Technology at Seatrade Cruise Global 2026 in April, Mr Landro observed, “The real challenge for shore power is not the technology, but alignment.”

Across Europe, North America, and beyond, there is a gap between ship readiness, port infrastructure, grid capacity, and investment timelines. Without coordination across all the stakeholders - shipowners, ports, utilities, and regulators - progress will remain uneven.
When berthed at port, cruise ships can use shore power to feed electrical demands for lights, refrigeration, air conditioning, and other vessel functions.

In a first for a major cruise port on the US eastern seaboard, PortMiami has installed shore power connections at five of its cruise terminals. However, cruise ships can drain as much electricity as a small city when they plug in, putting a tremendous strain on local electrical grids. While the port has shore power available at five terminals, only three cruise ships can connect simultaneously.

And shore power infrastructure is tremendously expensive. Miami-Dade County’s Shore Power Program had an estimated cost of US$125M or approximately US$25M per terminal.

Mr Landro highlighted CLIA’s role in facilitating discussions between stakeholders to address gaps in shore power connectivity. “CLIA has done an amazing job at bringing together operators, ports, regulators, shipyards, and other stakeholders. It’s about moving from a high-level strategy to practical solutions,” he said.

This misalignment between shipboard and shoreside infrastructure technology changes how the owner approaches the vessel’s design and limits its operational flexibility. For instance, LNG fuel and shore power might be available at a port in the Mediterranean, but not in the Caribbean.

Even within the EU, not every port is ready. An example is the recently delivered LNG-powered ropax vessel Capu Rossu. While the Port of Marseille is ready with high-voltage shore power connections and LNG bunkering on one end of the vessel’s route, Ajaccio does not have full-scale electrical connectivity nor permanent LNG refuelling infrastructure.

“You might have the most technologically advanced, most innovative vessel, but not have the capability, supply, or the rules and regulations to bunker the vessel with LNG or methanol,” he said.

As a class society, Mr Landro said RINA not only supports its clients with decisions around safety and compliance but also the vessel’s lifecycle and operational ecosystem. “The ability to support from concept to design to operation and optimisation is the key.”

Riviera’s Maritime Hybrid, Electric & Hydrogen Fuel Cells Conference & Exhibition will be held in Bergen, Norway, on 21-23 October 2026. Use this link for more information and to register for the event.