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Authors: Andrew Kotz, Kenneth Kelly, Jason Lustbader, Scott Cary, Brett Oakleaf
The National Renewable Energy Laboratory (NREL) evaluated the potential for drayage electrification in the Port of New York and New Jersey (PoNYNJ), with a focus on operators: Harbor Freight Transport (HF), Safeway Trucking (SWT), and International Motor Freight Inc (IMF). This report summarizes the data collection and electrification evaluation of all three drayage operators, includes detailed operational data, and identifies the performance requirements for battery electric tractors (BETs) and corresponding infrastructure operated within the context of PoNYNJ drayage operation. This report also details a methodology to evaluate opportunities, strategies, and challenges associated with future expansions of BETs in meeting PANYNJ emissions goals. The Port Authority has established a goal of achieving Net Zero carbon emissions by 2050 across all facilities, including from tenant and stakeholder sources such as drayage trucks. NREL used real-world performance data collected on the three PoNYNJ drayage operations, along with modeling and analysis tools to compare BET to diesel trucks. From March to July 2021, NREL collected 1Hz vehicle and engine data from 46 drayage trucks at the three operators totaling nearly 121,000 miles of operation, providing enough information to assess vehicle operations for electrification potential. A Future Automotive Systems Technology Simulator (FASTSim) electric truck powertrain model was validated using PoNYNJ data and scenarios were run to evaluate drayage truck electrification requirements over the real-world cycles. The first scenario examined BET viability with minimal changes to existing operations. This assumes the trucks charge when stopped for two hours or longer, have a functional battery size of 375 kWh, and can charge at 270 kilowatts (kW) average which are the specification of the commercially available Freightliner eCascadia. The second scenario looked at what operational, charging infrastructure, and BET technology changes would be needed to fully electrify. Finally, detailed analysis was run on charging rate structure to understand operational costs to the fleets. The studied drayage trucks averaged 5.1 MPG, spent roughly 9% of their energy at idle, and drove an average of 140 miles per day with a maximum daily distance of 573 miles. The FASTSim model results indicate a comparable BET would use 417 kWh of energy per day on average accounting for cargo weight, which is close to the full usable capacity of the eCascadia currently available on the market. Based on the daily average operating data, partial fleet electrification is possible with current technology. However, some specific days of operation would require over 1,600 kWh of energy due to longer distances traveled by the trucks and more intense operation. Trucks used for long distance and intense operation cannot be readily electrified with current technology without operational changes. Full adoption of BETs could reduce CO2 emissions from these fleets by roughly 75% today, eliminating 76 metric tons of CO2 (MTCO2) per vehicle each year, which equates to 24,100 MTCO2 per year for all three operators. Commercially available direct current fast chargers (DCFC) have charge rates up to 350 kW. Based on the average daily modeled energy use for each operator, current industrial rate structures, and the assumption of 350 kW peak charging, full drayage electrification would increase electricity consumption. In addition, peak demand usage would increase with unmanaged charging along with cost of electricity having a direct impact on cost per mile for electric vehicles. The resulting cost per mile for BETs along with comparable cost per mile for conventional diesel trucks are also examined at $4.00 per gallon of diesel. It will be important for PANYNJ and the drayage operators within the PoNYNJ to consider these load impacts to their existing electrical infrastructure and devise operational strategies that avoid coincident charging of vehicles to mitigate demand charges. Despite these electricity cost increases, savings from reductions in diesel consumption will help offset the costs of this increased electricity consumption. However, prices of both electricity and diesel are subject to change based on various factors meaning the realized savings will vary over time. This shows BETs could be cost-competitive on an energy cost per mile basis for all scenarios while diesel is above $3.00/gal. Further, if diesel prices dropped to the 15-year low of $2.33/gal, it would still be cost competitive to operate the EVs with electricity costs of 16.3 ¢/kWh or less.
Authors: Nicole Light Densberger, Khalid Bachkar
There is a growing global trend towards achieving net-zero emissions of greenhouse gases from port operations as consumers and governments become increasingly aware of the impacts of global climate change and ongoing environmental justice issues. However, the existing literature on the topic of zero-emissions ports is broad-based and focuses mainly on technology feasibility. Specifically, it provides insufficient guidance on how ports can best transition to zero emissions. To address this research gap, this review article examines the ongoing zero-emissions planning documents and demonstration projects at the Ports of Los Angeles and Long Beach and presents the key lessons learned from those efforts to accelerate the adoption of zero-emissions cargo handling equipment in California. Increasingly, the Ports of Los Angeles and Long Beach are emerging as leaders with a sustainable circular strategy by implementing zero-emissions cargo handling equipment projects at a higher rate than any other ports in California, making these two ports an ideal case study to evaluate their endeavors to transition their operations to zero emissions. The findings of this review study suggest that transitioning to zero-emissions cargo handling equipment across all California ports by 2035 is best achievable with: 1) a stronger collaboration between all key stakeholders, 2) the development of statewide regulations, 3) accelerated technology commercialization through increased demonstration projects and infrastructure standardization, 4) improved funding processes, 5) enhanced workforce training, and 6) increased resiliency planning. Although this evaluation and recommendations are largely California-specific, this article can be useful to policy-and decision-makers around the world for transitioning to sustainable, net-zero emissions ports.
Authors: Dan Wei, Genevieve Giuliano
Large seaport complexes contribute significantly to air toxic and GHG emissions. As human health impacts of air toxics and climate change grow, policy efforts to reduce these emissions are increasing. California, particularly the ports of Los Angeles and Long Beach (POLA/POLB), has taken the lead in air toxic and GHG mitigation policies. The ports aim to achieve zero emissions cargo handling equipment (CHE) by 2030. We use a macro-econometric model, REMI PI+, to analyze the impacts of electrifying CHE at POLA/POLB on the California economy and the transportation sector for 2020–2045. We estimate a net present value loss of about $7.4 billion (2019 dollars) in gross state product (GSP), with potential losses ranging from $5.3 to $10.0 billion GSP depending on assumptions about equipment replacement requirements, electricity price, and capital funding sources.
Authors: Papoutsoglou G. Theodoros
This report presents an in-depth analysis of specific air Emissions Control Options (ECO) that may be available now and in future to a wide variety of modern sea ports globally. The study focuses on providing shore-‐based energy to vessels while at berth, for powering a range of on-‐board activities. (AMP). This report also takes under consideration the various challenges that emerge from the operation of cold ironing techniques in modern ports, in grounds of financial, technical, social, and regulatory issues. Cold Ironing lately is receiving much attention, being promoted as one of the prime strategies, bearing great significance, with major contribution in reducing air emissions generated from global maritime industry. This report focuses on the key-‐role of Cold Ironing towards a "Greener Commercial Maritime Industry"
The Port of Bellingham is committed to promoting sustainability throughout Whatcom County. Over the years, we have made great strides in cleaning up historic industrial contamination in Bellingham Bay and Blaine Harbor, restoring salmon habitats, enhancing energy efficiency, and reducing waste across Port operations. This Sustainability Report highlights our key sustainability initiatives and achievements in 2023 and 2024.
Authors: Mostafa Kermani, Erfan Shirdare, Giuseppe Parise, Luigi Martirano
As ports play an undeniable role in people’s lives, and according to energy consumption which is one of the most vital factors for port authorities, there should be some effective solution to deal with the amount of consumed energy and peak load demand. The use of energy storage with high power and energy densities and fast response time at ports with high power demand equipment such as different types of cranes ( STS, RTG, RMG) and electric trucks as well is one of the main factors for peak reduction and economic benefits. Peak shaving can balance the load demand and facilitate the participation of small power units in generation based on renewable energy resources. In this regard, many approaches are introduced such as energy management strategies, modern technologies, and installing high-tech devices such as Battery Energy Storage (BES), Ultracapacitor (UC), and Flywheel Energy Storage (FES) acting as Energy Storage System (ESS). Therefore, this paper deals with an investigation for an integrated vision and a combination of ESSs application in the ports’ cranes. The statistical results show that the integration of ESSs can provide peak shaving, energy saving, cost reduction and also maximize self-consumption in the green ports.
Authors: Liping Zhang, Qingcheng Zeng, Liang Wang
Under the mounting pressure to make changes to become more environmentally friendly and sustainable, port authorities have been exploring effective solutions to reduce CO2 emissions. In this regard, alternative fuels, innovative technology, and optimization strategies are key pathways for ports to transition toward a low-carbon pattern. In this review work, the current development status and characteristics of renewable and clean energy in ports were meticulously analyzed. The CO2 emission reduction effects and limitations of port microgrids, carbon capture, and other technological operations were thoroughly examined. Lastly, the emission reduction optimization strategies ports could adopt under different scenarios were evaluated. The research findings showed that (1) combining the characteristics of the port and quantifying the properties of different renewable energy sources and low-carbon fuels is extremely necessary to select suitable alternative energy sources for port development; (2) technological advancements, multi-party interests, and policy impacts were the primary factors influencing the development of emission reduction technology methods; and (3) the coordinated optimization of multiple objectives in cross-scenarios was the main direction for ports to achieve sustainable development. This study provides theoretical guidance to ports that are transitioning to a greener pattern, as well as pointing out future research directions and development spaces for researchers.
Authors: Yue Zhang, Chengji Liang, Jian Shi, Gino Lim, Yiwei Wu
The high environmental impacts of maritime transportation have led to an increasing interest in adopting electricity as the ideal energy source within the sector. In this paper, we propose a novel integrated day-ahead scheduling algorithm to jointly optimize the seaside/yard operation and the port energy system management within one unified framework by harnessing the synergy between two of the most prominent maritime electrification techniques: onshore power supply and microgrid. We formulate the joint scheduling problem as a two-stage model. In the first stage, the port authority determines the optimal berth allocation for the incoming vessels considering their cargo volumes, energy demands, and the availability of OPS facility and cargo handling equipment (i.e., quay/yard cranes). In the second stage, acting as the port microgrid operator, the port authority determines the optimal day-ahead scheduling of the container handling activities and operation of port microgrid assets for each time slot. Uncertainty from renewable energy generation and port load forecast is also incorporated in the problem formulation. The simulation-based case study shows that the proposed joint scheduling algorithm is capable of enhancing energy independence, system-wide efficiency, operational reliability, and economy of the port microgrid in comparison with the conventional berth allocation strategy. We hope our work provides insights into how electrification can help the maritime sector reinforce its commitment to sustainability while remaining competitive.
Authors: Mohamad Issa, Patrick Rizk, Loïc Boulon, Miloud Rezkallah, Rodrigue Rizk, Adrian Ilinca
In recent years, there has been a fast expansion in the usage of renewable energy sources (RESs) in power distribution systems. Numerous advantages result from this advancement, such as environmental friendliness, cost-effective power generation, easier maintenance, and energy sustainability and reliability. Reducing reliance on fossil fuels, which are of significant environmental concern, and increasing energy efficiency are two benefits of integrating RESs into maritime systems, such as port microgrids. As a result, ports are implementing several programs to increase energy efficiency using various RESs that are supported by power electronic converters. To highlight the most recent developments in seaport electrification and infrastructure, this work conducts a systematic review. It addresses important issues like energy efficiency enhancements, environmental concerns, the integration of renewable energy sources, the Internet of Things (IoT), and regulatory and legal compliance. The study also discusses technology strategies like digitization, electrification, onshore power supply systems, and port energy storage options. Operational tactics, including peak-shaving methods and energy-efficient operations, are also covered. Additionally, an infrastructure framework—which includes port microgrids and smart seaport microgrids—that is intended to enhance energy efficiency in contemporary ports is examined.
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