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Case Studies and Success Stories
The following case studies and success stories provide working examples of how Clean Ports USA's stakeholders are helping to clean the air as they meet their other goals, including saving fuel and money. Each of the four categories of port operations below list participating port entities and the specific types of projects they are engaging in to achieve cleaner air practices.
Trucks and Rail |
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| Port of Boston – DOCs, DPFs, Repower, ULSD | Puget Sound – DOCs, ULSD | |
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Port of Boston's Conley Terminal — Cargo Handling Equipment Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF) Retrofits, Repower and Ultra Low Sulfur Diesel (ULSD)
Massport’s Conley Container Terminal has an Environmental Management System (EMS) in place and an ISO 14001 certification. An integral part of Conley Terminal’s equipment maintenance and management system is looking for retrofit and engine upgrade opportunities.
Many retrofits have been accomplished to date. With help from a 2005 EPA grant of $83,000, Massport has retrofitted 4 rubber tire gantry (RTG) cranes, 14 tractors, and 2 reach stackers with emissions controls at its Conley Container Terminal.
RTGs purchased in the future will have both diesel oxidation catalysts (DOCs) and Tier II engines (or Tier III engines, if available). Tractors have been equipped with DOCs and some have Tier III engines. Snow melters at all Massport facilities are equipped with diesel particulate filters (DPFs). DOCs reduce particulate matter (PM) by 20 percent, hydrocarbon (HC) emissions by 50 percent, and carbon monoxide (CO) emissions by 40 percent. Massport has reported no loss of fuel efficiency with these retrofits.
Beyond retrofits, Massport is using ultra low sulfur diesel (ULSD) fuel in all diesel equipment at Conley Terminal. In the future, Massport will purchase and/or lease Tier III engines when available. To reduce reliance on diesel power, Conley Terminal provides 360 electrical power outlets to maintain cold temperatures within refrigerated units (reefers). All cargo cranes are electrified and many of the forklifts are powered with propane. Future plans are to replace all diesel and propane powered forklifts with electrified forklifts over a five year period.
Contacts: Brad Wellock (bwellock@massport.com), Manager, Maritime Regulatory Affairs, Massachusetts Port Authority; Phone: 617-946-4435
Jenna H. Newcombe (JNewcombe@massport.com), Environmental Project Manager, Massachusetts Port Authority; Phone: 617-568-3544
Port of Boston's Conley Terminal — Gate and Yard Automated System
Massport's Conley Terminal, the main container facility at the Port of Boston, is configured to allow fast, continuous, and simultaneous loading and unloading of multiple container vessels. Turn-around times for container pick up or drop off have been reduced, thanks to a state-of-the-art gate facility and computerized tracking system, which gives carriers and shippers real-time information about their container's movements through the terminal.
Massport has instituted an efficient gate processing system, with several pre-gates available to process multiple trucks at any one time. Using computers and remote cameras, the Conley Terminal dispatchers can process a trucker’s request for pick up or drop off within a couple of minutes and then direct the truckers to the appropriate location for the cargo container. The system is efficient, resulting in few occasions of queuing at the gate and reduced truck idling in adjacent neighborhoods. Turn-around times average 30 minutes, measured from pre-gate inbound to the guard shack outbound.
For more information, visit Conley Terminal Gate and Yard Automated System 
Port of Cleveland — Crane and Forklift Diesel Oxidation Catalyst (DOC) Retrofits
In late 2005, the Port of Cleveland's Federal Marine Terminals began retrofitting 3 cranes, 6 light forklifts and 17 heavy forklifts with diesel oxidation catalysts (DOCs). All of the equipment was model year 1997 or newer. The catalysts are estimated to reduce particulate matter (PM) by 20 percent, hydrocarbons (HC) by 50 percent and carbon monoxide (CO) by 40 percent.
The cost for each device was around $1500 and installation time was two to three hours. The procedure was similar to a muffler replacement, and required no special knowledge or tools. There has been no negative impact on the operation of the equipment.
After finishing the project at Port of Cleveland, Federal Marine Terminal began a similar program at their Burns Harbor, IN location. As of August 2007, retrofits have been completed on 5 forklifts and there are plans to retrofit an additional 28 units at the Port.
Contact: Paul Pathy (ppathy@fednav.com), Vice President and General Manager, Federal Marine Terminals
For more information, visit Port of Cleveland — Crane and Forklift Diesel Oxidation Catalysts (DOCs) (PDF) (1 pg, 385KB)
Port of Houston Authority — Terminal Construction Emissions Offsets
The Port of Houston Authority has been highly committed to providing proactive environmental leadership and compliance in its business decisions, pollution prevention, management practices, and policy programs. In doing so, the Port has realized a wide range of benefits for the environment.
Consistent with the Port's Environmental Management Systems (EMS), the construction of the Bayport Container and Cruise Terminal Project was designed to minimize its impact on air quality and the surrounding community. As the Port began the pre–construction process, it realized that many contractors were not well–educated on air quality issues at the time.
To help contractors determine how to minimize air emissions during construction, the Port developed a nitrogen oxide (NOx) emissions calculator. Through the use of this calculator, contractors determined the optimal combination of newer heavy equipment, electric equipment, lower emission fuels, and construction techniques to minimize NOx generation and meet the Port's air quality goals. The Port further educated contractors on available emissions reduction technologies through pre–proposal seminars, meetings, and literature.
The projected costs of construction in meeting the emissions goals were within the original budget for the project. The new terminal opened in February 2007.
Contact: Roxana Herrera (rherrera@poha.com), Environmental Affairs Compliance Coordinator; Phone: 713-670–2814, Fax: 713-670–2427
Port of Long Beach — Cargo Handling Equipment Diesel Oxidation Catalyst (DOC) Retrofits
Thanks in part to the Port of Long Beach's Air Quality Improvement Plan, the Port was awarded one of EPA's 2005 Environmental Achievement Award for significant, long–term reductions in emissions from its port operations, particularly from diesel particulate matter (PM). An element of this plan is the Diesel Emissions Reduction Program (DERP), which provides funding for the installation of emissions control equipment. Any terminal or fleet operator at the Port of Long Beach who desires funding for the procurement and installation of cleaner technologies or fuels under DERP is required to submit an application detailing the type of technology requested and the emissions benefits expected.
EPA and the California Air Resources Board have spent more than $2 million to retrofit more than 600 pieces of cargo handling equipment (including forklifts, heavy lifts, rubber tire gantry (RTG) cranes, side picks, top picks and yard hostlers) with diesel oxidation catalysts (DOCs) at seven container terminals. Projects funded through DERP have proven successful in voluntarily reducing air pollution from port operations. The Port has reduced emissions of nitrogen oxide (NOx) by an estimated 79 tons per year — a reduction of 20 percent — and eliminated 16 tons of diesel particulates per year — a 50 percent reduction.
Contact: Thomas Jelenic (Jelenic@polb.com), Environmental Specialist Assistant, Port of Long Beach; Phone: 562-590–4160, Fax: 562-901–1728
Port of Long Beach — Green Flag Program
The Port of Long Beach has committed as much as $2.2 million a year to encourage participation in the Voluntary Vessel Ship Speed Reduction Program. Ships traveling at slower speeds reduce emissions. With the Green Flag incentives, vessel operators are rewarded with environmental recognition and lower dockage fees.
The Port's voluntary speed reduction program asks that vessels entering or leaving the Port observe a 12–knot speed limit in a zone that extends 20 nautical miles seaward from Point Fermin. The speed of every vessel in the speed reduction zone is measured and recorded by the Marine Exchange of Southern California.
Beginning in January 2005, individual vessels that dock at the Port of Long Beach earn a Green Flag Environmental Achievement Award when they attain 100 percent compliance with the voluntary vessel speed reduction program for a 12–month period. In 2006, 507 individual ships out of 910 qualified for Green Flag Awards, up from 333 ships in 2005.
Beginning January 2006, carrier lines that achieve a 90 percent or better compliance rate in a 12–month period will be eligible for a 15 percent reduced dockage rate (Green Rate) in the following year. Nearly half of all vessel operators or 120 carriers will receive reduced dockage rates in 2007. Almost all of the Port's most frequent visitors are among the carriers with the highest compliance.
It has been estimated that if all vessels in the Port joined the program, the amount of nitrogen oxide (NOx) produced by cargo vessels would be reduced by 550 tons per year.
For more information, visit Port of Long Beach Green Flag Program
Port of Long Beach — Yard Hostler Hybrid and Liquefied Natural Gas (LNG) Repower
In 2006, the Port of Long Beach received a $300,000 grant from EPA, plus $900,000 in matching funds, for the development of ultra low emissions hybrid yard hostlers and evaluation of their performance in day–to–day operations. The Port will operate three hybrid yard hostlers, which could be either electric or hydraulic, at the Long Beach Container Terminal for six months.
Project activities include performance evaluation on fuel economy, emissions, and operator acceptance relative to baseline diesel yard hostlers, and the creation of a business case assessment for broader use of hybrid yard hostlers both inside and outside of the marine sector. The hybrid-drive system, coupled with the cleanest available diesel engine, is expected to reduce nitrogen oxide (NOx) and particulate matter (PM) by 93 percent. In addition, the hybrid technology is expected to eliminate emissions during idling, which can represent more that half of a yard hostler's duty cycle.
In 2005, the Port of Long Beach repowered three yard hostlers at the Long Beach Container Terminal's Pier F facility with on–road certified liquefied natural gas (LNG) engines. This demonstration and evaluation program was aimed at reducing emissions from diesel equipment that operates at the Port. EPA provided a $75,000 grant to the Port of Long Beach and Weststart/CALSTART, with $525,000 in matching funds.
During the six month evaluation period, the LNG and diesel powered yard hostlers were compared in categories such as vehicle emissions, performance, fuel economy, and operator acceptance. This project was estimated to reduce yard hostler emissions by 63 percent for nitrogen oxide (NOx) and 80 percent for particulate matter (PM).
For more information, visit the LNG Port Equipment Demonstration Project
Port of Long Beach and British Petroleum (BP) — Cold Ironing
The Port of Long Beach and British Petroleum (BP) have initiated a voluntary project, not required by its lease, to install shore–side electrical power at Berth T–121 and wiring and plugs on two BP tankers. The tankers will use cold–ironing whenever they call on Long Beach. Work at the berth is scheduled for completion in late 2007.
This is the first step in a master plan to upgrade the Port's electrical infrastructure to accommodate cold–ironing at 10 berths throughout the Port. When the plan is completed in 2011, it will allow for 381 shore-powered ship calls per year.
According to the California Air Resources Board, if ships making three or more annual visits to the Port used cold ironing, emissions would be reduced by 70 percent or about 17 tons of nitrogen oxide (NOx) and .4 tons of particulate matter (PM) per day.
For more information, visit Port of Long Beach Air Quality
Port of Los Angeles — Cold Ironing (Alternative Maritime Power)
In 2004, the Port of Los Angeles opened the world's first container terminal utilizing Alternative Maritime Power (AMP). The result of a groundbreaking effort to reduce emissions at the Port of Los Angeles, AMP ships plug in to shore-side electrical power, literally an alternative power source for maritime vessels. Engineers and staff from the Port and other companies worked diligently to design and implement the AMP program in just over one year.
By eliminating the use of auxiliary engines on container vessels while docked, AMP technology has shown an average reduction of 95 percent in nitrogen oxide (NOx), sulfur oxide (SOx), and particulate matter (PM) per vessel call. In the first two years, over 80 tons of pollutants were reduced.
In recognition of its AMP program, the Port of Los Angeles was presented EPA’s 2005 Clean Air Excellence Award in the category of Clean Air Technology. The project was selected for its impact, innovation, and replicability from a field of more than 100 submissions.
As part of the 2006 San Pedro Bay Ports Clean Air Action Plan, all major container cargo and cruise ship terminals at the Ports of Long Beach and Los Angeles will be equipped with shore-side electricity within five to ten years.
Contact: Ralph G. Appy (rappy@portla.org), Director of Environmental Management, Port of Los Angeles; Phone: 310-732–3675, Fax: 310-547–4643
Port Authority of New York and New Jersey — Harbor Deepening Emissions Offsets — Ferry Selective Catalytic Reduction (SCRs) and Tugboat Repowering
Demonstrating its dedication to environmental stewardship, the Port Authority of New York and New Jersey's Port Commerce Department has supported the implementation of the Harbor Air Mitigation Plan (HAMP). In developing the plan, the Regional Air Team, comprised of the Army Corps of Engineers (New York District), the Port Authority of New York and New Jersey, and a group of state and federal government agencies, evaluated various strategies and alternatives to offset emissions from the Harbor Deepening Project (HDP). The Harbor Deepening Project is a 10 year (2005–2014) dredging program that will deepen several channels in the Port of New York and New Jersey to approximately 50 feet below mean sea level.
The Regional Air Team/Corps of Engineers chose alternatives that exceed air quality requirements and follow several concurrent strategies. These alternatives generate no net gain of nitrogen oxide (NOx) during the project and they will result in regional air quality improvements well beyond the life of the project. The strategies include:
- retrofitting the Staten Island Ferry fleet with Selective Catalytic Reduction (SCR) devices
- repowering tugboats with cleaner engines
- very limited use of Emissions Credits prior to retrofitting and repowering
Based upon current calculations, the quantity of nitrogen oxide emissions required to be offset from the Harbor Deepening Project will peak at roughly 500 tons per year in 2006 and again in 2009. Implementation of the chosen alternatives (ferry, tug, and credits) will provide NOx offsets of 800 tons per year starting in 2006, and increasing to 1,000 tons each year thereafter.
Contact: Joseph Monaco (jmonaco@panynj.gov), Manager of Environmental Projects, Port Authority of New York and New Jersey; Phone: 212-435–4232, Fax: 212-435–4203
Port of Oakland — Cargo Handling Equipment Repower, Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), Retrofits, and Ultra Low Sulfur Diesel (ULSD)
As part of its Air Quality Mitigation Program, the Port of Oakland created a program to encourage marine terminal operators to reduce emissions from diesel–powered equipment. Because this equipment is owned by tenants at the Port and not by the Port itself, the Port encouraged equipment owners to participate by offering them financial incentives which were based on amount of emissions reductions achieved.
All of the marine terminal operators submitted applications for Port funding. The emissions reduction strategies selected included:
- repowering older container terminal equipment with cleaner engines
- retrofitting newer equipment with diesel oxidation catalysts or diesel particulate filters
- fueling with ultra low sulfur diesel (ULSD)
As of early 2004, 60 pieces of diesel equipment had been repowered with cleaner engines and 130 pieces had been retrofitted at the Port. Three of the terminals have switched to ultra low sulfur diesel (ULSD) fuel. The total project is expected to reduce particulate matter (PM) by over 70 percent and nitrogen oxide (NOx) by over 30 percent.
For more information, visit Port of Oakland Clean Air Program
Port of Oakland — Virtual Container Yard
In 2003, the Port of Oakland implemented Phase II of its virtual container yard program. Phase I of the program provided equipment visibility and opportunities for collaboration that reduced road and gate congestion at local marine and rail terminal facilities. Phase II integrated ocean carriers with motor carriers through a virtual container yard (VCY) to perform mutually beneficial street turns that reduce costs and ease Port congestion.
The service links community members to their own highly secure and proprietary segment of the internet. Inbound containers are posted as empty street–turn opportunities and are matched in real–time with off–dock equipment needs to cover export bookings. Endorsed by the Northern California Intermodal Motor Carrier Conference, the service reduces empty truck miles and resulting diesel emissions affecting the local environment.
The virtual container yard program establishes strict, standardized, and binding community guidelines for community members who use the platform. An Equipment Interchange Receipt (EIR) form with standard terms and conditions is provided, and ocean carriers have the ability to incorporate additional terms into the EIR form. The EIR provides clear accountability and liability between motor carriers for damage/insurance and per–diems. It also facilitates the liability transfer between motor carriers, and the provision of additional free days to the receiving motor carrier.
The service has helped the Port of Oakland to alleviate congestion at the Port and on nearby public roads while improving turn times and reducing the cost of moving freight. One trucking company estimates they are saving two to three hours per container. The result is reduced diesel emissions and improved air quality.
For more information, visit Port of Oakland Virtual Container Yard
Port of Oakland — Tug Boat Repowering and Cold Ironing
In 2000, as part of its Air Quality Mitigation Program, the Port of Oakland provided a subsidy of $408,300 to cover half the cost of repowering the tugboat, Silver Eagle. The tug replaced two 2–stroke diesel engines with newer, more efficient engines. It is estimated that 431 tons of nitrogen oxide (NOx) and 15.5 tons of particulate matter (PM) will be eliminated over the 16 year life of the project.
In addition, the Port has installed power plug–ins for 'cold ironing' on the new tugboat wharf allowing tugboats to shut off their engines while they remain berthed.
For more information, visit Port of Oakland Cleaner Air Tugboat Engines
Puget Sound Maritime Air Forum— Air Emissions Inventory, Diesel Oxidation Catalyst (DOC) Retrofits, Ultra Low Sulfur Diesel (ULSD), Biodiesel, and Education
The Puget Sound Maritime Air Forum is a voluntary public/private partnership that includes the Ports of Seattle, Tacoma, Everett, and Anacortes. In 2005, the Forum received a $100,000 grant from EPA, along with $310,000 in matching funds, to undertake a comprehensive activity–based inventory of all maritime–related air emissions sources in the Greater Puget Sound region. The Port of Seattle was recognized with an EPA Clean Air Excellence Award in 2005, in part for their work on this project.
The Forum will also promote the reduction of diesel exhaust emissions from cargo handling equipment and trucks through the use of control strategies including:
- diesel oxidation catalysts (DOCs)
- cleaner fuels such as ultra low sulfur diesel (ULSD) and biodiesel
- educational activities and idle reduction programs for truckers and equipment operators
The emissions inventory was released in April 2007 and provides a baseline for the Three Ports Plan being developed in the second half of 2007. The Ports of Seattle, Tacoma and Vancouver, Canada have proposed performance-based goals to reduce particulate matter (PM) by 70 percent from ships at berth and 30 percent from cargo handling equipment by 2010. Performance goals will also be developed for port-related truck, train, and harbor craft activities.
Contact: Barbara Cole (cole.b@portseattle.org), Senior Environmental Program Manager, Port of Seattle
For more information, visit Puget Sound Maritime Air Forum Emissions Inventory
Port of San Francisco — Cruise Liner Incentives for Low Sulfur Diesel (LSD) Fuel
In 2005, EPA provided a $100,000 grant to the Port of San Francisco, which was matched with $141,000 in cash and services. The Cruise Liner Emissions Reduction Incentives Project enabled the Port of San Francisco to provide monetary incentives for cruise ships to burn cleaner, lower-sulfur fuels while docked at the Port.
The program has been highly successful. In the first nine months, 33 ships participated, reducing sulfur (SOx) emissions by 19.3 metric tons and particulate matter (PM) by 377 pounds. Participating vessels received a credit against dockage equal to 50 percent of the cost differential between low-sulfur fuel (.05 percent or less sulfur) and intermediate higher-sulfur fuel.
For more information, visit Cruise Liner Emissions Reduction Incentives
San Pedro Bay’s Ports of Los Angeles and Long Beach — PierPass Program and Extended Gate Hours
In an effort to relieve costly bottlenecks in and around the Ports of Los Angeles and Long Beach and reduce turn times for truckers, the San Pedro Bay Terminals have added five off–peak gate shifts – four week nights plus Saturday – as part of their PierPass program. As an incentive for cargo owners to move their shipments during off–peak hours and to offset the cost of providing off–peak services, cargo owners are charged $50 per twenty–foot equivalent unit (TEU) for each loaded marine containers moving through the Ports during peak daytime hours.
Launched in July 2005, the original target was to shift about 20 percent of traffic to weeknights and Saturdays within the first few months, but that goal was surpassed in the first week. The longer term goal was a 40 percent shift from daytime to nighttime hours; those expectations were exceeded as well, resulting in improved cargo movement, with less truck traffic and shorter waiting times during peak hours. The reduced gridlock and idling times have had benefited the environment as a result of reduced emissions.
For more information, visit Pier Pass
Port of Seattle — Cargo Handling Equipment Diesel Oxidation Catalyst (DOC) Retrofits
In late 2005, EPA provided the Port of Seattle a $35,000 grant to assist in the retrofitting of cargo handling equipment. Puget Sound Clean Air Agency, Port of Seattle, and the terminal operators provided an additional $143,000 in matching funds for projects identified as priorities in reducing diesel emissions.
All eligible heavy-duty cargo handling equipment at the Port of Seattle cargo terminals, a total of 169 units, have been retrofitted with diesel oxidation catalysts (DOCs). DOCs are estimated to reduce particulate matter (PM) by over 20 percent, carbon monoxide (CO) by 40 percent and hydrocarbons (HC) by 50 percent. In addition, the terminals have voluntarily switched their operations from high sulfur off-road fuel to ultra low sulfur diesel (ULSD) fuel and biodiesel blends.
Contact: Barbara Cole (cole.b@portseattle.org), Senior Environmental Program Manager, Port of Seattle
For more information, visit Port of Seattle Cargo Handling Equipment Retrofits
Port of Seattle and Princess Cruises and Holland America — Shore Power
In 2005, the Port of Seattle became the second North American port to provide shore power infrastructure for cruise ships and, as of fall 2007, was the only port in the world with two berths so equipped. Shore power, or ’cold ironing’, allows cruise ships to turn off their diesel engines while they are docked and ’plug into’ the city's electric utility, which relies on hydroelectric power. Emissions of oxides of nitrogen (NOx), particulate matter (PM), hydrocarbon (HC), and carbon dioxide (CO2) emissions are eliminated when a vessel ’goes cold’.
Seven ships from Princess Cruises and three from the Holland America Line have been outfitted with custom-built, state-of-the-art electrical connection cabinets that connect the ship's electrical network to the local electrical network ashore. Electrical power is transmitted from the landside transformer to the vessel via four 3.5 inch diameter flexible electrical cables. The actual cable connection on the vessel is a traditional, though quite large, male/female plug and socket. Instead of burning ship-board fuels for power while calling on the Port of Seattle, the cruise lines purchase and use electricity provided by Seattle City Light, saving both fuel and air emissions.
Shore power works well at Terminal 30 because:
- Cruise vessels call frequently (i.e. one day per week) during the cruise season (May 1 to September 30)
- Cruise vessels have a higher hotelling load than cargo vessels
- Electrical infrastructure was in place from previous use as a container terminal
- Interruptible power arrangements create a lower cost per kilowatt than non-interruptible power, making it more affordable for the cruise industry.
Total cost for the landside infrastructure was $3.2 million ($1.7 million from Princess Cruises and $1.5 million from Holland America Line); cost for vessel modifications was about $500,000 for Princess Cruises and $1.1 million for Holland America Line. U.S. EPA provided $50,000 to Princess Cruises and Puget Sound Clean Air Agency provided $25,000 to Holland America in grants to assist with the costs of these projects.
The project saved an estimated 1,400 metric tons of fuel over the 2005 summer cruise season, resulting in the reduction of 7.7 tons of particulate matter (PM) and 203.5 tons in sulfur oxide (SOx) emissions.
Contact: Barbara Cole (cole.b@portseattle.org), Senior Environmental Program Manager, Port of Seattle
For more information, visit Port of Seattle Cruise Ships Plug In
Port of Tacoma — Straddle Carrier Diesel Oxidation Catalyst (DOC) Retrofits and Ultra Low Sulfur Diesel (ULSD)
In late 2004, EPA awarded a $75,000.00 grant to the Port of Tacoma to equip the Port's 30 straddle carriers fleet with DOCs. The Port of Tacoma's goal was to improve air quality in the Puget Sound Basin through the reduction of particulate matter (PM). As part of this award, the Port switched from low sulfur diesel (LSD) to ultra low sulfur diesel (ULSD).
The cost of each DOC was approximately $900 plus around $400 for installation. Since retrofitting the 30 straddle carriers, the Port has received no adverse comments from drivers regarding vehicle performance. There was no loss of power and there have been no maintenance issues with the DOCs. Based on these results, the Port of Tacoma now requires factory–installed DOCs on all new machines.
One of the major lessons learned was the importance of having vendors come to the site to get all the measurements they need to insure the proper fitting of replacement parts. The likelihood of a standard product working on a not so standard piece of equipment could cause delays in the project, especially if there are flanges that need to be matched and offsets that must be made for a proper fit. The site visit requirement can be written into the specification.
The reduced particulate matter (PM) resulting from the DOC installations is an estimated 20 percent, increasing to 50 percent with use of ultra low sulfur diesel. Sulfur dioxide (SO2) will be reduced by one ton per year based on current annual fuel use.
Contact: Bryon Boerner (bboerner@portoftacoma.com), Manager of Electronics Technology, Port of Tacoma
For more information, visit Port of Tacoma News Releases
Port of Tacoma’s Evergreen Group — Light Weight Straddle Carriers and Ultra Low Sulfur Diesel (ULSD) Fuel
In 2005, the Evergreen Group became the first Port of Tacoma customer to mandate the use of ultra low sulfur diesel (ULSD) in all of its diesel–powered equipment. Located at the new Pierce County Terminal, the Evergreen Group has 34 straddle carriers, which are the major users of diesel fuel.
The Evergreen Group purchased lighter straddle carriers that use 30 percent less fuel and have equipped the entire new cargo handling fleet with new Tier II, fuel–efficient engines. By using ULSD, the Evergreen Group is already meeting the 2010 standards. ULSD reduces sulfur dioxide (SO2) by about 97 percent.
For more information, visit Evergreen and Port Make Switch to
Ultra Low Sulfur Diesel
Port of Tacoma’s Husky Terminal — Biodiesel and Ultra Low Sulfur Diesel (ULSD) Fuel
Husky Terminal and Stevedoring, a major Port of Tacoma terminal operator, began using a blend of biodiesel and ultra low sulfur fuel (15 ppm sulfur) for all diesel–operated vehicles and container handling equipment in early 2006. Each of Husky's 32 yard tractors and all cargo handling equipment, including 6 rubber–tired gantry cranes, 8 top picks and 6 fork lifts, are now running on a biodiesel/ultra low sulfur (ULSD) diesel blend.
By blending biodiesel and ultra low sulfur diesel, a terminal operator can reduce sulfur oxide (SOx) by as much as 99 percent compared to standard diesel fuel, as well as carbon dioxide (CO2). Prior to making the voluntary switch to biodiesel, Husky used 11,200 gallons of low sulfur diesel fuel per month. Husky began using a 20 percent blend of biodiesel with ultra low sulfur diesel and increased that blend to 40–50 percent biodiesel by mid-2006.
For more information, visit Husky Terminal Makes Switch to Biodiesel Fuel
Port of Virginia — Cargo Handling Equipment Ultra Low Sulfur Diesel (ULSD)and Engine Replacements
In July 2007, Port of Virginia became the first port on the eastern coast of the United States to voluntarily make the switch to ultra low sulfur diesel (ULSD), three years ahead of the federal mandate for off–road vehicles to do so. Virginia International Terminals (VIT), which operates the port, burns ULSD in all 500 pieces of their cargo handling equipment that are capable of using it. This has been done without changes to the engines and with an average across-the-board emissions reduction of 10 percent. In addition, fueling with ULSD enables the use of emissions reduction equipment, such as catalytic converters. The combination of ULSD and emission reduction equipment can reduce fine particulate matter (PM 2.5) by more than 90 percent and hydrocarbons (HC) to almost undetectable levels.
As a result of earlier initiatives, the Port of Virginia has realized emissions reductions despite double–digit growth in container volume of nearly 40 percent. Between 2001 and 2004, volatile organic compounds (VOCs), carbon dioxide (CO), nitrogen oxide (NOx), particulate matter (PM10), and sulfur dioxide (SO2) emissions dropped four percent, two percent, four percent, six percent, and eleven percent respectively. When adjusted for a constant level of business, emissions reductions were 32 percent, 30 percent, 32 percent, 33 percent, and 37 percent.
As part of these initiatives, the Port reviewed its inventory of existing equipment to identify engines that could be replaced with cleaner burning engines, and began a phased replacement program including:
- replacing 87 diesel and gas burning forklifts with cleaner burning propane
- purchasing 97 hostlers with on–road engines
- purchasing new straddle carriers with on–road engines
- rebuilding several engines on rubber–tired gantry cranes
The Port also reviewed its inventory of existing equipment to identify engines that could be replaced with cleaner burning engines, and initiated a phased replacement program. Upgrades included:
- replacing 87 diesel and gas burning forklifts with cleaner burning propane
- purchasing 97 hostlers with on–road engines
- purchasing new straddle carriers with on–road engines
- rebuilding several engines on rubber–tired gantry cranes
All newly purchased engines were required to meet or exceed the latest EPA emissions requirements for on–road engines which provide the following advantages:
- fuel savings and lower emissions, as the amount of fuel allocated is based on engine demand
- programmable idle times so engines can be shutdown after 15 minutes of idling
- two year warranties, compared to one year warranties for non–road engines
Contact: Heather Mantz (hmantz@portofvirginia.com), Director of Environmental Affairs, Virginia Port Authority
Maersk Line — Lower Sulfur Diesel (LSD) Fuel and Selective Catalytic Reduction (SCR) Retrofits Pilot Program
In early 2006, Maersk Line began a pilot environmental initiative expected to reduce 400 tons of vessel-related emissions annually at the Ports of Los Angeles and Oakland. For ships calling on these Ports, Maersk Line voluntarily switched from "bunker" fuel to lower-sulfur distillate fuel with a sulfur content of 0.2 percent. The ships switch both main and auxiliary engines to the cleaner fuel when they are within 24 nautical miles of the Ports and while they are docked.
The switch from bunker fuel to lower–sulfur fuel in all of its ships that serve the Ports of Los Angeles and Oakland will result in a reduction of sulfur oxide (SOx) by 92 percent, particulate matter (PM) by 73 percent and nitrogen oxide (NOx) by at least 10 percent.
Maersk Line will continue research and development of selective catalytic reduction (SCR) technology which performs similar functions to that of a catalytic converter on an automobile. Based on 18 months of Maersk Line field tests, SCR technology reduced nitrogen oxide emissions by 80-90 percent and holds promise for significant and long-term NOx reduction. This SCR pilot program, which is being conducted on a ship that calls at California ports, will provide long-term operation and maintenance data to allow full evaluation of this voluntary initiative.
For more information, visit Maersk's Environmental Initiatives
National Oceanic and Atmospheric Administration's (NOAA) Great Lakes Environmental Research Laboratory (GLERL) — Biofuels in Vessels
NOAA’s Great Lakes Environmental Research Laboratory (GLERL) piloted the ship-based use of biodiesels and bio-oils in vessels throughout the Great Lakes Region. This multi-year initiative involved three research vessels and resulted in a successful conversion of all three vessels from petroleum fuels and lubricants to all bio-products, which reduce particulate matter (PM) by about 47 percent and carbon monoxide (CO) by about 48 percent.
Huron Explorer
In 2004, the Huron Explorer, a 41-foot former U.S. Coast Guard utility vessel with 30 years of service, joined the fleet of NOAA’s Great Lakes Environmental Research Laboratory. GLERL crews performed a major overhaul and conversion to a research mission, but retained the 1974 Cummins 903 engines.
During its inaugural field season, the petroleum motor oil was drained and replaced with canola-based motor oil. Weekly samples were analyzed to verify lubricity, metal content and functional life. Results showed performance comparable to petroleum oil at a change frequency of 500 hours with improvements in emissions.
In August 2005, the Huron Explorer became the first petroleum-free vessel with the complete transformation to biofuels and lubricants including rapeseed-based hydraulic oil for its deck crane, winches, transmission and steering gear, and 100 percent soy biodiesel for engine fuel and canola-based motor oil.
The results were dramatic reductions in emissions and improvements to the original 1974 engines in wet exhaust odor and pollution. The switch to bio-products improved the work environment of the ship's crews and scientists, who face long-term exposure to emissions. Biodegradable vegetable oils offer an additional level of environmental protection in case of a spill or leak. The ship has become a real-world field study, expanding field test data and supporting the conversion of other ships.
Laurentian
Since 1996, GLERL's 80-foot research vessel the Laurentian has used rapeseed oil hydraulic oil for the controllable pitch propeller (CPP), minimizing possible environmental damage if a shaft seal were to fail. In 2005, the use of bio-hydraulic oil was expanded to include systems for deck winches and steering systems. These applications run at 2000 pounds per square inch (compared to 800 psi in the CPP system) and are exposed to winter and summer temperature extremes.
All systems using the bio-hydraulic oil performed satisfactorily with no change to pump or equipment performance. The universal application of bio-hydraulic oils has improved onboard storage and reduced inventory. In 2006, GLERL converted the 1947 Laurentian to B100 biodiesel, making the ship 100 percent petroleum-free.
Shenehon
GLERL’s first trial of biodiesel was in June of 2000 on board the R/V Shenehon, a 67-foot ex-Army T-boat built in 1952. The ship’s configuration included a new (1999) Caterpillar 3406 main diesel, and two Cummins generators (1970 vintage). All engines were dry exhaust, allowing for easy emissions testing.
The initial load of 700 gallons was a 20 percent blend (B20). Immediate reductions in visible stack emissions, smoke and a less offensive odor, with unchanged performance of the main engine or generators, warranted an increase to a B100 trial. A load of pure biodiesel (B100) was taken the next month and extensive system evaluations were conducted.
The use of B100 was a significant achievement in demonstrating soy oil as an alternative fuel in marine applications. Over the next five years the ship operated on more than 8,000 gallons of B100, with the exception of the last fuel delivery each fall and two instances when bio-product was not readily available. This addressed the cold flow and storage limitations during the winter months, and also proved that intermittent use of petroleum diesel was invisible to operation or equipment. Scientists onboard were quick to complain of the return to the obnoxious diesel odor. The Shenehon began using bio-hydraulic oil in 2001, and in 2006 its remaining systems were converted to bio-products.
For more information, visit: NOAA Green Ship Initiative (PDF) (2 pp, 368 KB)
Totem Ocean Trailer Express — Diesel–Electric Ships
In 2002 and 2003, Totem Ocean Trailer Express (TOTE) introduced two new Orca Class ships, the M.V. Midnight Sun and the M.V. North Star, the first ships in the U.S. powered by an integrated diesel-electric propulsion system. Each of the twin-screw ships is powered by fuel-efficient diesel-electric power plants consisting of four main and two auxiliary 4-cycle engines that are clean-burning and have low emissions of sulfur oxide (SOx) and nitrogen oxide (NOx).
The new vessels move 60 percent more freight for the same fuel than the ships they replace. They also have more than double the number of internal ramps for faster loading and unloading. Both ships completed their first year in service without missing a sailing.
For more information, visit: Totem Ocean Trailer Express Newsletter (PDF) (8 pp, 1 MB)
Washington State Ferries — Low Sulfur Diesel (LSD), Ultra Low Sulfur Diesel (ULSD) and Biodiesel
With 2004 grant funding from EPA and the Puget Sound Clean Air Agency, Washington State Ferries (WSF) began a year-long pilot of ultra low sulfur diesel (ULSD) in one of their vessels to determine the feasibility of using this cleaner-burning fuel in its entire fleet. The pilot was successful, and in 2006 all WSF vessels fueled at fixed fueling facilities began using ULSD. WSF had previously switched its entire fleet to low sulfur diesel (LSD). That switch reduced sulfur dioxide (SO2) emissions by 90 percent (412 tons annually) and particulate matter (PM) by 30 percent (75 tons annually).
Also in 2004, WSF began a year-long pilot of B20 biodiesel in three of its vessels. After encountering problems with clogging in the fuel filters and oil purifiers, the study was suspended. In 2007, work began with the Puget Sound Clean Air Agency on testing the use of biodiesel in the marine environment and a second pilot, funded through a federal grant, was begun. The project consists of two phases — identifying the correct fuel specification needed to operate on ferries and a fuel test demonstration to prove the use of the fuel.
In addition to evaluating the use of cleaner burning fuels, WSF has been looking to reduce emissions by reducing overall fuel consumption. In 2006, WSF began installing fuel flow monitoring equipment on the propulsion engines of its largest classes of ferries. The information gathered will help develop baseline fuel consumption profiles which will be used to evaluate fuel conservation strategies, WSF has already begun on-going pilots that involve reconfiguring the propulsion system on Mark II Class ferries to run on fewer engines, and carrying less fuel to reduce dead weight.
For several years, WSF has been buying increasingly fuel-efficient, cleaner-burning engines and equipment and making operational and schedule changes that have resulted in the conservation of substantial quantities of fuel. In 2003, WSF reduced its fuel volume by 767,000 gallons, or 4 percent.
For more information, visit Washington State Ferries Environmental Program