Seaborne transport is responsible for approximately 940 million tons of CO₂ emissions each year, which accounts for about 2.5% of global CO₂ emissions. A significant portion of these emissions are generated while ships are berthed in ports. Cold ironing (CI), also known as onshore power supply (OPS), allows ships at berth to turn off their auxiliary engines and connect to electricity provided from shore. This practice results in reduced local air emissions, greenhouse gas (GHG) output, and noise pollution, which aligns with the objectives set out in the European Green Deal and Directive 2014/94/EU regarding alternative fuel infrastructure. Although the technical feasibility of CI is evident, ports encounter a range of operational profiles, infrastructure limitations, and varying regulatory environments, all of which add complexity to the implementation process. The initial phase involved gathering 2023 operational data such as ship types, average capacities, gross tonnage, number of ships and port calls, average hoteling times, auxiliary engine power, and the number of quays. The dataset, deliberately chosen to avoid the pandemic-affected years of 2020–2021, ensures a normalized representation of typical port operations and berthing energy demands. The port profiles were synthesized into a comparative overview, and a structured SWOT (Strengths, Weaknesses, Opportunities, Threats) analysis was performed. Each partner identified CI-related factors, which were then harmonized into a common set of key internal and external factors relevant across the ADRION region. The sample ports display substantial and intentional operational heterogeneity. Ancona stands out as the busiest and most diversified, managing cruise passengers, ferries (Ro-Pax), containers, bulk, general cargo, and tankers across 26 quays, serving as a major multi-purpose hub in the central Adriatic. Ploče primarily handles bulk and liquid cargo but is experiencing growth in container activity, acting as a crucial import–export gateway for the Federation of Bosnia and Herzegovina. Durres is a multi-purpose seaport with significant container, bulk, general cargo, and ferry operations, while Volos accommodates cruise, general cargo, container, and ferry services with fewer quays. Belgrade, a river port on the Danube, mainly serves passenger cruise vessels, and Ohrid is a small lake port handling low-powered passenger ferries and cruise boats. The differences in ship mix, call frequency, hoteling times, and auxiliary power demands have a direct impact on the technical and economic aspects of CI implementation, supporting the need for a comparative, factor-based approach. The consolidated SWOT analysis reveals a strong consensus among the ports that CI is strategically important, but its implementation faces challenges due to high capital requirements, infrastructure limitations, and regulatory uncertainty. Key internal strengths identified include the significant potential for reducing GHG and pollutant emissions at berth, the technical adaptability of CI systems to accommodate different voltages and frequencies, the presence of existing infrastructure that can be upgraded, and strong alignment with port sustainability strategies. However, there are notable internal weaknesses: high initial investment costs for both shore and ship-side systems, the challenge of complying with diverse ship power standards, unclear shore pricing models, and limited awareness among stakeholders. Additional concerns involve inadequate or outdated port infrastructure, the occupation of valuable quay space by CI equipment, reliance on EU and international funding, and a shortage of trained technical and operational staff to manage CI systems. Among the six ADRION ports, CI is widely viewed not only as an environmental imperative but also as a valuable service that can attract both cargo and passenger traffic, enhance competitiveness, and improve public perception. Ports recognize the benefits for shipping companies, such as reduced fuel consumption at berth and potentially lower berthing costs, provided pricing models and regulatory incentives are well structured. At the same time, the analysis highlights that CI is an investment project whose feasibility is influenced by macroeconomic factors, electricity prices, traffic composition, and the pace at which shipping companies equip their vessels for CI. For high-demand segments like cruises and containers, grid connection and capacity planning present significant challenges. In non-EU ADRION countries, the lack of tailored legislation and support mechanisms may slow down CI adoption.
Županović et al. (2026) studied this question.