The electrification of offshore operations is advancing. This is especially evident for the likes of Service Operation Vessels (SOVs) and Platform Supply Vessels (PSVs) which are already seeing the benefits of hybrid propulsion systems and shore power. But there are more methods of electrification waiting in the wings, and offshore charging is emerging as the next big thing in the sector.
Simply put, offshore charging entails connecting vessels to offshore assets–turbines, substations, buoys or even other vessels. By charging in this way, units can cut engine hours, reduce fuel use and support compliance as emission rules tighten.
The development of offshore charging mirrors the adoption of shore power in ports. Pressure to cut CO₂ and local pollutants is pushing operators, charterers, and builders to look for solutions with similar benefits. Offshore charging offers one such solution.
SOVs and PSVs are well positioned to take advantage of this technology. Their operating profiles—regular standby, low-speed maneuvers, long idling—create many use cases for connection. Some early pilot schemes are already underway.
This timeline shows how shipyards, OEMs, and fleet operators are moving to test and deploy offshore charging in wind projects.
Read More: Decarbonizing the offshore vessel fleet: the three key methods to reach net zero
Offshore charging innovations
Offshore charging technologies converge around three main architectures: connection at offshore locations (turbines or substations), offshore buoys, or between vessels.
Each model addresses different operational needs—charging duration, vessel maneuverability, and proximity to fixed infrastructure—but all face common challenges: power compatibility, connection safety in dynamic conditions, and standardization of interfaces. All configurations are currently seeing initial pilot tests.
Charging at offshore locations
In this setup, vessels connect directly to wind turbines or substations. The energy comes from the wind farm—either an individual turbine or the substation aggregating power from the full site. It requires vessels to safely approach and connect to fixed structures, which can be challenging in rough sea conditions. This setup is currently adopted in offshore wind (OSS / turbines), especially for SOVs and CTVs, and could be extended to oil & gas infrastructure.
Example Project: MJR Power & Automation tested offshore charging on Parkwind’s Nobelwind substation in 2024, enabling direct connection to wind farm infrastructure.
Charging at Buoy
Charging buoys serve as intermediary power sources. When located within wind farms, these buoys connect to the wind farm's electrical network. Alternatively, buoys in anchorage zones connect to the onshore grid via subsea cables, providing power to vessels at anchorage. This approach offers flexibility and reduces the need for vessels to maneuver close to fixed structures.
Example Project: Stillstrom (Maersk) is developing charging buoys for anchorage zones and wind farms, supplying power via subsea cables.
Charging at vessel
This more niche configuration involves one vessel supplying power to another while offshore. It reduces the need for fixed infrastructure and offers added flexibility for extending the range or endurance of fully electric vessels. Still, this approach is not yet widely deployed at the feasibility stage but reflects the growing interest in mobile and modular offshore charging solutions.
Example Project: Damen is exploring a vessel-to-vessel charging concept in which a mobile unit transfers power to electric CTVs offshore without fixed infrastructure.
The offshore power environment
Any large-scale deployment of offshore charging is yet to take place and most pilot schemes have focused on SOVs and Crew Transfer Vessels (CTVs) but there is the opportunity to extend the technology to similar vessel designs like PSVs, which share similar propulsion profiles.
No dedicated regulatory framework exists yet, however, standards have been evolving:
- DNV has introduced the OFFSHORE POWER class notation (e.g., Bibby Marine’s electric CSOV) and is reviewing MJR’s system for Approval in Principle (AiP)
- ABS has granted AiP to SOFEC for its offshore charging buoy.
- An IEC (International Electrotechnical Commission) working group is developing global standards for offshore power transfer.
Certification pathways will be essential to develop offshore charging and enable adoption across a broader range of vessels and geographies.
Read More: GHG Regulations for Offshore Operations: Spinergie’s Emissions Model
Market size and opportunities
Offshore charging is mainly relevant for vessels equipped with electric capabilities, which include the two main technologies already in use:
- Energy Storage Systems (ESS): onboard batteries that store electrical energy and enable hybrid or fully electric operations.
- Shore Power Systems: the ability for a vessel to connect to the port’s electrical grid and shut down its engines while docked.
The graph below shows that adoption is growing significantly, but part of the fleet already provides a base for early offshore charging. Some vessels may require retrofits—such as motion-compensated connectors or DP-linked safety systems—but they remain the most accessible short-term market.
The next wave of opportunity will come from new fully electric vessels. Projects like the E-Ginny (a retro-fitted fully electric CTV from Tidal Transit) and Bibby Marine’s future fully electric CSOV will rely on offshore charging to operate efficiently over extended operations. These vessels will set the pace for broader adoption and drive demand for dedicated offshore infrastructure.
Featured image via: Parkwind achieves world-first offshore green energy charging with MJR Power & Automation’s pioneering system (22 July, 2024)
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