A consortium led by Stillstrom by Maersk has secured €5 million in EU Horizon Europe funding to pilot offshore charging infrastructure for vessels anchored off Skagen, Denmark — marking a significant step toward reducing at-anchor emissions in the maritime sector.
According to Ship & Bunker, the initiative — named Project SPARK — is a three-year programme set to begin in June 2026. The project targets a persistent emissions challenge: ships running auxiliary engines while waiting offshore between operations.
What Project SPARK Involves
Unlike traditional shore power solutions that require vessels to be berthed at a quay, Project SPARK is specifically designed for ships at anchor. As reported by Ship & Bunker, the pilot will establish an offshore power zone where vessels can connect to an at-sea power point drawing electricity from the nearby Port of Skagen.
In its initial phase, the project will support a single vessel connection, with the goal of validating the concept in a live operational setting before any broader rollout.
Key Project Details
- Funding: €5 million via EU Horizon Europe
- Duration: 36 months, starting June 2026
- Location: Off Skagen, Denmark
- Partners: Stillstrom by Maersk, DNV, Maersk, and the Port of Skagen
- Initial scope: Single vessel connection for proof-of-concept validation
Does This Matter to You?
For vessel operators, shipowners, and charterers — particularly those working in offshore energy, anchor-dependent trades, or vessels that regularly wait between port calls — this development is worth watching closely.
Ships at anchor have historically had limited options for reducing fuel consumption and emissions outside of berth. Auxiliary engine use while waiting offshore is a well-recognised source of emissions, and regulatory pressure under frameworks such as FuelEU Maritime and EU-ETS continues to mount. If Project SPARK successfully demonstrates the concept, it could signal the emergence of a new category of cold-ironing infrastructure: one that extends beyond the quayside.
Port operators, energy providers, and those involved in vessel emissions compliance may also find this development relevant as offshore charging zones could eventually factor into port energy planning and emissions reporting frameworks.
The involvement of DNV as a project partner further suggests that safety standards and certification frameworks for this type of infrastructure may be under development in parallel.
Gulf Bunkering does not provide operational or security guidance. This article is for informational purposes only. Operators should consult flag state authorities, P&I clubs, and relevant advisories for decisions relating to transit planning.
Sources: Ship & Bunker
