SHORE POWER IN THE UNITED STATES

Richard Billings, ERG

Developed in Partnership with EERA

SHORE POWER: OVERVIEW

• Ocean-going vessels plug in to the local electricity grid and turn off auxiliary engines while at-berth

2

• Auxiliary systems, such as lighting, air conditioning, and crew berths are run using energy from the local grid• Shore power can reduce diesel emissions in port

communities• Sometimes also referred to as Alternative Maritime Power

(AMP), Onshore Power Supply (OPS), or Cold Ironing

SHORE POWER: TYPES OF SYSTEMS

• Two main categories−High Capacity

Typically service large cruise, container, and refrigerated vessels

> 6.6 kilovolts (kV) ~10 high capacity systems in the United States (~2

in Canada)

−Low Capacity Typically service smaller vessels such as fishing

fleets and tugs Most in United States are 220 – 480 volts (V) ~6 low capacity systems in the United States

3

SHORE POWER: HIGH CAPACITY STANDARDS

• All high capacity shore power installations must meet international standards

−IEC/ISO/IEEE 80005-1:2012a

−6.6 kV, 11 kV or both−60 Hz frequency in the United States−Some 50 Hz installations in Europe

a http://www.iso.org/iso/catalogue_detail.htm?csnumber=53588 4

SHORE POWER: LOW CAPACITY STANDARDS

• Not all low capacity shore power systems adhere to an international standard

−IEC/ISO/IEEE 80005-3:2014a

−Applies to installations up to 1 MW−Systems less than 250 amps (A) and 300 V are not covered by

international standards−Some European ports adhere to this standard e.g. Port of

Bergen, Norway−No United States low capacity shore power systems are known

to meet this standard

a http://www.iso.org/iso/catalogue_detail.htm?csnumber=64718 5

WHERE IS SHORE POWER IN USE IN THE U.S.?

6

SHORE POWER: TYPES OF SYSTEMS

Dock Mounted Containerized Barge Mounted

Dock mounted shore power connection Long Beach, Californiahttp://www.cochranmarine.com/installations/long-beach/

Container installation on board vesselhttp://www.sam-electronics.de/fileadmin/user_upload/Broschueren_PDF_Dateien_Energie___Antriebe/DS_1.090.11_2015.pdf

Hummel LNG Barge, Hamburg, Germany

http://www.ship-technology.com/projects/hummel-lng-hybrid-barge/hummel-lng-hybrid-barge3.html

7

SHORE POWER: INSTALLATION COSTS

• Example: Brooklyn Cruise Terminal−$12.1 million from Port Authority of New York and New Jersey−$2.9 million grant from U.S. Environmental Protection Agency−$4.3 million from Empire State Development Corporation

• Example: Juneau, Alaska−Princess Cruises spent approximately $5.5 million

Improvements to the dockside infrastructure 5 Vessel retrofits: ~ $500,000 each

• Shore power installations in the United States are often assisted by grants−Typically $1 million – $2 million, but some are higher

Federal: e.g. Diesel Emissions Reduction Act (DERA)a

State: e.g. Carl Moyer Program (California)ba https://www.epa.gov/cleandieselb http://www.baaqmd.gov/grant-funding/funding-sources/carl-moyer-program

8

SHORE POWER: ELECTRICITY COSTS

• Electricity costs can vary widely from port to port and between terminals within ports

Examples• Brooklyn: $0.12/kWh

−Total delivery cost = $0.26/kWh, New York City Economic Development Corporation covers the difference so cruise operator pays $0.12/kWh

• Port of Oakland: $267/hr• Juneau: $4000-$5000/day

−~$0.03-0.04/kWh for 11,000 kW auxiliary berthed for 12 hours

9

SHORE POWER: ESTIMATING EMISSIONS - INPUTS

• Vessel inputs−Auxiliary engine load factor at berth, or “hoteling” (%)−Auxiliary engine emissions factors (g/kWh) 

• Activity inputs−Vessel port calls per year−Hoteling hours per port call

• Shore power inputs−Electricity generation by facilities contributing to the shore power system (MWh)−Emissions by facilities contributing to shore power system

(e.g., metric tons of SO2, NOx, PM10, PM2.5, CO, CO2)−Electrical power generation emissions factors

10

SHORE POWER: ESTIMATING EMISSIONS - EQUATIONS

Vessel Power

Where:VE = Vessel emissions (g)AP = Auxiliary engine power (kW)LF = Auxiliary engine hoteling load factor (%)C = Vessel calls per yearT = Average hoteling time per call (h)VEF = Vessel emissions factor (g/kWh)

11

SHORE POWER: ESTIMATING EMISSIONS - EQUATIONSShore Power

Where:SPE = Shore power emissions (g)AP = Auxiliary engine power (kW)LF = Auxiliary engine hoteling load factor (%)C = Vessel calls per yearT = Average hoteling time per call (h)SEF = Shore power emissions factor (g/kWh)L = Transmission losses (%): Typically ~6% in U.S. and European grids 12

13SHORE POWER: ESTIMATING EMISSIONS - EQUATIONSShore Power

Where:SPE = Shore power emissions (g)AP = Auxiliary engine power (kW)LF = Auxiliary engine hoteling load factor (%)C = Vessel calls per yearT = Average hoteling time per call (h)SEF = Shore power emissions factor (g/kWh)L = Transmission losses (%): Typically ~6% in U.S. and European grids 13

SHORE POWER: AUXILIARY POWER• Shore power replaces on-board auxiliary engines

• Auxiliary engine size can vary greatly by vessel size and classAux. engine load

(kW) Aux. engine load

(kW) Ship class Capacity At berth Ship class Capacity At berth Bulk carrier 0–9,999 280 General cargo 0–4,999 120

10,000–34,999 280 5,000–9,999 33035,000–59,999 370 10,000–+ 97060,000–99,999 600 Container 0–999 340100,000–199,999 600 1,000–1,999 600200,000–+ 600 2,000–2,999 700

Chemical tanker 0–4,999 160 3,000–4,999 940

5,000–9,999 490 5,000–7,999 97010,000–19,999 490 8,000–11,999 1,00020,000–+ 1,170 12,000–14,500 1,200

Oil tanker 0–4,999 250 14,500–+ 1,320

5,000–9,999 375Liquefied gas tanker 0–49,999 240

10,000–19,999 62550,000–199,999 1,710

20,000–59,999 750 200,000–+ 1,71060,000–79,999 750 Refrigerated bulk 0–1,999 1,08080,000–119,999 1,000 Cruise 0–1,999 450120,000–199,999 1,250 2,000–9,999 450200,000–+ 1,500 10,000–59,999 3,500

Ro-ro 0–4,999 800 60,000–99,999 11,4805,000–+ 1,200 100,000–+ 11,480

Adapted from the Third IMO Greenhouse Gas Report. http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf

14

SHORE POWER: AUXILIARY POWER

Aux. engine load (kW)

Aux. engine load (kW)

Ship class Capacity At berth Ship class Capacity At berth Bulk carrier 0–9,999 280 General cargo 0–4,999 120

10,000–34,999 280 5,000–9,999 33035,000–59,999 370 10,000–+ 97060,000–99,999 600 Container 0–999 340100,000–199,999 600 1,000–1,999 600200,000–+ 600 2,000–2,999 700

Chemical tanker 0–4,999 160 3,000–4,999 940

5,000–9,999 490 5,000–7,999 97010,000–19,999 490 8,000–11,999 1,00020,000–+ 1,170 12,000–14,500 1,200

Oil tanker 0–4,999 250 14,500–+ 1,320

5,000–9,999 375Liquefied gas tanker 0–49,999 240

10,000–19,999 62550,000–199,999 1,710

20,000–59,999 750 200,000–+ 1,71060,000–79,999 750 Refrigerated bulk 0–1,999 1,08080,000–119,999 1,000 Cruise 0–1,999 450120,000–199,999 1,250 2,000–9,999 450200,000–+ 1,500 10,000–59,999 3,500

Ro-ro 0–4,999 800 60,000–99,999 11,4805,000–+ 1,200 100,000–+ 11,480

Adapted from the Third IMO Greenhouse Gas Report. http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf

15

SHORE POWER: AUXILIARY POWER

Aux. engine load (kW)

Aux. engine load (kW)

Ship class Capacity At berth Ship class Capacity At berth Bulk carrier 0–9,999 280 General cargo 0–4,999 120

10,000–34,999 280 5,000–9,999 33035,000–59,999 370 10,000–+ 97060,000–99,999 600 Container 0–999 340100,000–199,999 600 1,000–1,999 600200,000–+ 600 2,000–2,999 700

Chemical tanker 0–4,999 160 3,000–4,999 940

5,000–9,999 490 5,000–7,999 97010,000–19,999 490 8,000–11,999 1,00020,000–+ 1,170 12,000–14,500 1,200

Oil tanker 0–4,999 250 14,500–+ 1,320

5,000–9,999 375Liquefied gas tanker 0–49,999 240

10,000–19,999 62550,000–199,999 1,710

20,000–59,999 750 200,000–+ 1,71060,000–79,999 750 Refrigerated bulk 0–1,999 1,08080,000–119,999 1,000 Cruise 0–1,999 450120,000–199,999 1,250 2,000–9,999 450200,000–+ 1,500 10,000–59,999 3,500

Ro-ro 0–4,999 800 60,000–99,999 11,4805,000–+ 1,200 100,000–+ 11,480

Adapted from the Third IMO Greenhouse Gas Report. http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf

16

SHORE POWER: AUXILIARY POWER

Aux. engine load (kW)

Aux. engine load (kW)

Ship class Capacity At berth Ship class Capacity At berth Bulk carrier 0–9,999 280 General cargo 0–4,999 120

10,000–34,999 280 5,000–9,999 33035,000–59,999 370 10,000–+ 97060,000–99,999 600 Container 0–999 340100,000–199,999 600 1,000–1,999 600200,000–+ 600 2,000–2,999 700

Chemical tanker 0–4,999 160 3,000–4,999 940

5,000–9,999 490 5,000–7,999 97010,000–19,999 490 8,000–11,999 1,00020,000–+ 1,170 12,000–14,500 1,200

Oil tanker 0–4,999 250 14,500–+ 1,320

5,000–9,999 375Liquefied gas tanker 0–49,999 240

10,000–19,999 62550,000–199,999 1,710

20,000–59,999 750 200,000–+ 1,71060,000–79,999 750 Refrigerated bulk 0–1,999 1,08080,000–119,999 1,000 Cruise 0–1,999 450120,000–199,999 1,250 2,000–9,999 450200,000–+ 1,500 10,000–59,999 3,500

Ro-ro 0–4,999 800 60,000–99,999 11,4805,000–+ 1,200 100,000–+ 11,480

Adapted from the Third IMO Greenhouse Gas Report. http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf

17

SHORE POWER: ESTIMATING EMISSIONS - EQUATIONSShore Power

Where:SPE = Shore power emissions (g)AP = Auxiliary engine power (kW)LF = Auxiliary engine hoteling load factor (%)C = Vessel calls per yearT = Average hoteling time per call (h)SEF = Shore power emissions factor (g/kWh)L = Transmission losses (%): Typically ~6% in U.S. and European grids 18

SHORE POWER: HOTELING TIME PER CALL (T)

• Frequent callers, with longer berth times more likely to benefit financially from shore power

−Studies indicate shore power is most cost-effective when hoteling hours are 1.8 million kWh/yr or morea

a http://www.polb.com/civica/filebank/blobdload.asp?BlobID=7718

Hours per VisitVessel Type POLB NY/NJ Seattle/Tacoma POLA

Container 68 26 31 48Tanker 35 29 21 39

General Cargo 31 14 41 53RORO 12 12 16 17Cruise 12 10 10 10Reefer - 8 - 27

Dry Bulk 54 35 89 7019

SHORE POWER: ESTIMATING EMISSIONS - EQUATIONS

Shore Power

Where:SPE = Shore power emissions (g)AP = Auxiliary engine power (kW)LF = Auxiliary engine hoteling load factor (%)C = Vessel calls per yearT = Average hoteling time per call (h)SEF = Shore power emissions factor (g/kWh)L = Transmission losses (%): Typically ~6% in U.S. and European grids 20

SHORE POWER: EMISSION FACTORSVessel (VEF)

Emissions Rate (g/kWh)Fuel CH4 CO CO2 NOx PM10 PM2.5 SOx

MDO (0.1% S)

0.09 1.10 690 13.9 0.25 0.23 0.40

MDO (0.5% S)

0.09 1.10 690 13.9 0.38 0.35 2.10

HFO 0.09 1.10 722 14.7 1.50 1.46 11.10Shore Power (SEF)Coastal and Great Lakes

Subregion Annual Region Emissions Rate (g/kWh)eGRID

Subregion Subregion Name NOX SO2 CO2 CH4 N2O CO2eq

AKGD ASCC Alaska Grid 1.15 0.21 570.12 0.012 0.003 571.37AKMS ASCC

Miscellaneous 2.69 0.08 203.47 0.009 0.002 204.17CAMX WECC California 0.18 0.08 277.07 0.013 0.003 278.18ERCT ERCOT All 0.30 1.02 552.56 0.008 0.006 554.70FRCC FRCC All 0.32 0.64 542.83 0.018 0.006 545.13HIMS HICC

Miscellaneous 2.54 1.71 603.36 0.034 0.006 606.02

… … … … … … … …

http://www.arb.ca.gov/regact/2011/ogv11/ogv11.htm

21

SHORE POWER: EMISSION BENEFITSTons/yr 2,000 Passenger   3,500 Passenger

Shore Power

Vessel Power   Shore Power

Vessel Power

CO 0.16 5.06   0.24 7.58NOx 0.80 63.9   1.20 95.8PM10 0.48 1.15   0.72 1.72PM2.5 0.30 1.06   0.46 1.58SO2 1.36 1.95   2.04 2.92CO2 2,033 3,171   3,049 4,755

Corbett, J. J., & Comer, B. (2013). Clearing the air: Would shoreside power reduce air pollution emissions from cruise ships calling on the Port of Charleston, SC? Pittsford, NY: Energy and Environmental Research Associates. Retrieved from http://coastalconservationleague.org/wp-content/uploads/2010/01/EERA-Charleston-Shoreside-Power-Report-.pdf

22

EPA EGRID REGIONS

https://www.epa.gov/energy/egrid 23

SHORE POWER EXPERIENCES: CALIFORNIA

• At berth Regulationa requires the use of shore power (or equivalent reduction) by Cruise, Container, and Refrigerated vessels

• ~23 Terminals• ~63 Berths• 2,750 out of 4,400 (62.5%) of calls in 2014

were expected shore power calls−Challenges

Shore power berth availability Vessel commissioning for shore power use Shore power connection times Shore power installation delays

a https://www.arb.ca.gov/ports/shorepower/shorepower.htm https://www.portoflosangeles.org/environment/amp.asp 24

SHORE POWER EXPERIENCES: U.S. NAVY

• Incentivized Shipboard Energy Conservation (iENCON)a

• Naval vessels have used shore power, where available, for decades

a http://www.i-encon.com/PDF_FILES/ssem_handbook/SSEM_Handbook.pdf

− Lower electrical power demand at berth than commercial vessels

− Longer berthing periods than commercial vessels Weeks to months vs. 1 to 3 days

− Shore power is cost-effective from a fuel consumption standpoint Additional costs of shore power

installation are offset by the difference in cost between electricity and marine fuels while at berth https://www.navy.com/about/equipment/vessels/cruisers.html

25

SHORE POWER: TECHNOLOGY AND ALTERNATIVES

• Advanced Maritime Emission Control (AMEC) systems−Barge mounted apparatus affixed over the vessel stack at berth to scrub exhaust

gases• Exhaust Gas Cleaning Systems (EGCS)

−Also referred to as scrubbers−Permanently installed equipment also used to comply with ECA sulfur limits

• Hydrogen Fuel Cell Shore Power System−Prototype in use at Port of Honolulu, Hawaii

• Liquefied Natural Gas−LNG shore power barge in use at Port of Hamburg, Germany−Current and future LNG-powered vessels may negate the need for shore power for

those vessels26

SUMMARY• Shore power becomes most economically attractive when bunker fuel

costs are high relative to electricity costs• Relatively new technology, but shore power has been effectively

employed by the State of California, the U.S. Navy, and a range of individual ports

• Air emissions reductions can be significant, depending on regional electricity grids

−NOX: up to 99%−SO2: ~31%−CO2: ~36%−PM10: ~58%

27