Summary of Options
This    document   provides
marine port authorities  and
terminal operators  with  an
overview of strategies that can
be implemented to reduce air
emissionsfrom daily operations.
These strategies are organized
to  provide a tiered approach
to  "greening port operations"
based  on  cost  and existing
infrastructure, beginning  with
low  cost/no cost  strategies.
EPA's Clean Ports USA program
and   the  Northeast  Diesel
Collaborative Ports Workgroup
are focusing on diesel emissions
reductions due to their large
potential to  improve  public
health. These efforts are part
of  a broader effort to increase
port   sustainability,  including
programssuchasEnvironmental
Management  Systems   and
Portfields   (see   www.epa.
gov/brownfields/poficy/
initiatives_sb.htm#pi)

The  Clean  Ports  USA  and
Northeast Diesel Collaborative
websites provide both national
and regional overviews of these
and other options,  as well as
case studies. See  www.epa/
gov/cleandiesel/ports/, www.
epa.gov/cleandiesel/ports/
stratapp.htm and
www.northeastdiesel.org/
For more information on any
of these voluntary options,
please contact EPA NE staff:

Abby Swaine
617-918-1841
swaine.abby@epa.gov

Halida Hatic
617-918-1680
hatic.halida@epa.gov
           United States
           Environmental Protection
          I Agency New England
                               Ports Summary/June 2008
EPA New England
Options  for  the Marine Ports Sector:
Green  Strategies for Sustainable Ports
Overview

The engines and equipment used at ports, including cargo handling equipment, trucks,
locomotives, tugboats, ferries and ships, can contribute significantly to the levels of fine
particulates (PM2.5), sulfur dioxides (SO2) and ozone-forming nitrogen oxides (NOx) and
hydrocarbons (HC) in the air. All of these pollutants contribute to PM2.5 pollution, with
NOx and HC also contributing to gound-level ozone (smog). Both ozone and PM2.5
can adversely affect human health, especially children and people with asthma or heart
disease. All of Connecticut, Massachusetts, and Rhode Island, as well as coastal Maine
and New Hampshire, experience days when ground-level ozone concentrations exceed
the air quality health standard. Two Connecticut counties, New Haven and Fairfield, are
designated nonattainment for the PM2.5 annual standard, and are also violating  EPA's
24-hour PM2.5 standard (adopted in 2006).  New England  asthma rates (above 10%
in each state) are among the highest in the country. Reducing exposure to diesel exhaust
wherever it occurs, including in and around ports, is an important public health and air quality
priority for EPA New England.

Consistent with EPA's national Clean Ports USA program, EPA  New England aims to
encourage ports  to  undertake  voluntary  emission-reduction measures  by  providing
education, assistance and other incentives. This non-regulatory  approach can address
emissions from existing diesel engines and nonroad equipment that are not affected by
EPA's standards for diesel fuel and newly manufactured diesel  engines.

Leading ports around the country are reducing diesel emissions to respond to customer
needs, community pressures, and/or their own environmental  priorities. Ports such as LA/
Long Beach,  New York/New Jersey, Boston, Virginia, Charleston, Seattle, Tacoma, and
                                                                (continued)

-------
terminal opera-
tors can  choose
from a number
of strategies for
      reducing
     truck and
    bus idling.
(cont.) Overview
many others are stepping forward to work with their tenants and customers to reduce
diesel pollution. (Readabouttheireffortsatwww.epa.gov/diesel/ports/casestudies.
htm.)  Businesses that move freight are increasingly challenged by shareholders,
insurance companies, and customers to reduce their emissions footprints (e.g., the
Carbon Disclosure Project).

Business leaders recognize that sustainability  equals profitability.  The American
Association of Port Authorities is working to develop and  implement a sustainability
framework for its members. Sustainable ports consider their  operations in an all-
inclusive manner, and air quality is a great place to start because cost-effective, verified
technologies and cleaner fuels are available to reduce these emissions.
                                 Tier I: Environmental Stewardship - Idle Reduction, Cleaner Fuels,
                                 Environmental Management Systems, and Vessel Speed Control
                                The following options can save ports  and their customers money while reducing
                                emissions.

                                1. Reduce Idling Time and Optimize Terminal Layout — Reducing idling
                                time of vehicles, vessels and equipment operating in, near, or around port terminals
                                provides immediate and measurable local  reductions of harmful pollution at little to
                                no cost to the port authority or terminal operator.

                                By reducing unnecessary truck or bus idling, a driver can save several gallons of fuel
                                per day (significant at today's high fuel prices, and low profit margins for drayage
                                companies), and ports gain the benefit of improved community relations. Improved
                                gate control can both reduce idling time and increase security.

                                The following are divided into (a) strategies for addressing existing traffic; and (b)
                                strategies for addressing traffic associated  with expansion of facilities.

-------
  a. Existing truck and bus traffic: Idling can be reduced via
        i. Policy
        ii. Signage
        iii.  Outreach
        iv.  Policing/enforcement
        v. Gate management and terminal appointment systems
        vi.  Waiting areas for drivers and passengers

  b. Port and facility upgrades:  In the strategic/master planning phase,
  examine  how people and cargo  will move into, out of and within the port,
  and what new on-dock equipment will be required.

  Consider:
        i.  Facility layout, flow and access
        ii.  Gate control and scheduling
        iii.  Software to maximize efficiency in container exchange and in-
           termodal transfers
           (e.g., eModal's Virtual Container Yard)
        iv.  Waiting rooms for drivers and passengers
        v.  Idling policy, signage, outreach, and enforcement strategies
        vi.  Equipment  powering  options, including  hybrid, variable idle
           speed, and electric "shore power"  (easier to integrate into
           plans for new facilities than to retrofit into existing facilities)

Port  authorities  may want  to  consider  including anti-idle provisions  in  ten-
ant leases  when making any  adjustments  to leases.  EPA NE is glad  to as-
sist port authorities and terminal operators in  crafting  policies and  signage
consistent with best practices and state idle limits. EPA NE, via  the SmartWay
Transport Partnership, provides information  on  how to reduce  idling,  includ-
ing drayage  control  strategies  (gate  management,  scheduling,  etc.)  and
shipper  strategies  that apply  to  port terminals (driver waiting  areas,  etc.).
SmartWay also  provides partner shipper, carrier, logistics  and affiliate  organi-
zations with valuable individualized  technical assistance and public recognition.
See www.epa.gov/otaq/smartway/smartway_shippers_strategies.htm,
www.epa.gov/otaq/smartway/swresources.htm#drayage  and
www.epa.gov/smartway/partnerships.htm

2. Cleaner Fuels — Early transition to cleaner low or ultra- ow sulfur diesel fuels
provides immediate and substantial emissions  reductions from port operations as a
drop-in solution. Many majorterminal operators and shipping lines  (e.g., Maersk/APM
Terminals, Husky,  SSA Marine, K-Line)  have received very favorable press regarding
their switch to cleaner fuels, enhancing their public image.

ULSD tends to cost slightly more  per gallon than LSD, but this price gap is expected
to narrow and disappear as ULSD becomes ubiquitous. This  is a relatively low-cost
option with  the potential for  measurable and  immediate benefits for workers and
neighborhood environments.

Biodiesel, a domestically produced, renewable fuel  that can  be manufactured
from new and used vegetable oils and animal fats, can be blended with petro-diesel.
Biodiesel reduces air pollutants such as particulate matter (PM),  carbon monoxide
(CO), hydrocarbons (HC) and toxics. B5 (5% biodiesel  and 95% petroleum diesel)
and B20 (the  other popular  blend) provide about equivalent performance. With
higher-bio blends, an additive may be needed for cold-weather operation. While
In addition to setting standards
for new engines, EPA has taken
steps to  reduce the sulfur con-
tent of diesel fuel  sold for on-
road and nonroad  use:

•  In  October 2006,  ultra-low
sulfur  diesel  (ULSD)  fuel  (15
ppm) became available nation-
wide.

•   Beginning  in  June 2007,
EPA's Nonroad Locomotive and
Marine  Rule (NRLM)  requires
refiners and  importers to begin
producing low-sulfur (500  ppm)
diesel fuel for use  in nonroad,
marine and locomotive  engines.
In June  2010,  nonroad  diesel
fuel—except  for  marine   and
locomotive—will transition   to
ULSD. In June 2012,  locomo-
tive and  marine fuel will transi-
tion to ULSD.

-------
Please consider the
following in switching
to ULSD, biodiesel, or
other fuels:

Visually inspect the engine and
fuel  system  (filter, pump,  lines)
initially and then  periodically
thereafter  to  confirm  system
integrity. Conduct a fuel analy-
sis before  and after switching
fuel  to monitor  changes. The
fuel  analysis should include, at
the least, results  and specifica-
tions for sulfur, cetane, aromat-
ics,  lubricity,   distillation,  and
flash point.

Monitor and change fuel filters
as  necessary,  since  the  new
fuel  may precipitate residues
out of the engine and fuel sys-
tem. Some  equipment manag-
ers recommend  changing fuel
filters after 2 or 3 tanks of fuel.
prices fluctuate, biodiesel can cost  slightly more per gallon than regular diesel
fuel. Increasingly, engine warranties are permitting  biodiesel use, and an ASTM
standard  for biodiesel (D6751) has been  developed; for more  information see
www.biodiesel.org.

Emulsified Diesel is a blend of diesel fuel, water, and other additives that reduces
emissions of PM as well as NOx. Emulsified diesel can be used in any diesel engine,
but the addition of water reduces the energy content  of the fuel, so some reduction
in  power  and fuel economy can be expected. Emulsified fuel will stay mixed for a
fairly long time, but if a vehicle sits dormant for months at a time the water can settle
out of the fuel and possibly cause problems. There is a small price premium over
regular diesel.

3. Environmental Management System (EMS) — An EMS is a comprehensive,
systematic approach to identifying and  managing all environmental aspects of a
port's operation. Ports  in New England and elsewhere that have invested the time to
develop EMSs report that they more than pay for themselves. A port with an EMS is
seen as proactive and responsible. Having an EMS provides the appropriate structure
for integrating environmental, asset and  security programs for easier management.
The Plan-Do-Check-Act discipline built into an EMS can be set up to flag opportunities
to  upgrade equipment and pursue other efficiencies on a routine basis. Knowledge is
transferred from individuals to the organization. Some big shippers  and carriers are
ISO 14001  certified, and are therefore looking to develop relationships with ports that
have or are  on their way (via EMS) to ISO certification.

Port authorities can ease into the  process of  developing an EMS  by drawing the
"fenceline" rather narrowly (starting with one facility or operation), and/or by hiring a
consultant to facilitate the process. Some ports who have done an EMS recommend
doing most  of the work in-house to create  buy-in  and  develop staff expertise. The
scope of the EMS can be gradually expanded, ideally  even to tenant operations.

EPA  NE  staff  (see www.epa.gov/regionl/ems/index.html)  and EPA  Ports
Sector  contact Kathleen  Bailey (see www.epa.gov/sectors/poris/index.html)
are available to help get you started.

-------
4. Harbor Speed Limits/Marine Vessel Speed Reduction — Developing
a voluntary speed reduction (VSR) program is a  low cost way to reduce emissions,
particularly NOx, in and around the harbor. The Port of Long Beach adopted a Voluntary
Commercial Cargo Ship Speed Reduction Program in 2005 that asks vessels traveling
in and out of the ports to adhere to speeds at or below 12 knots within 20 nautical
miles of the coast. Cooperating operators can qualify for Green  Flag recognition and
15% lower docking fees. CARB has estimated NOx reductions of 4-8% are being
achieved. For more information, see www.polb.com/environment/air_quality/
emissions.asp.
                                                                                 A port with  an
                                                                                Environmental
                                                                                Management
                                                                                 System is seen
                                                                                   as proactive
                                                                                and responsible.
   Tier II: Technology Strategies - Retrofit, Repower, or Rebuild Equipment
Adding verified emissions control devices (retrofitting), repowering or rebuilding engines,
or replacing  equipment are key strategies for reducing emissions. Many terminal
operators are taking advantage of EPA's  more stringent engine standards to achieve
emissions reductions through early fleet turnover. More information about each strategy
can be found at vAvw.epa.gov/cleandiesel/ports/iechnologies.htm.


1. Retrofit — Existing diesel engines can be retrofitted with EPA-verified advanced
pollution control technology ("aftertreatment" devices) to reduce emissions of PM,
HC, CO and NOx. A number of technologies exist for both onroad and  nonroad
engines, including:

a. Diesel Oxidation Catalyst (DOC)
b. Diesel Particulate Matter Filter (DPF)
c. Selective Catalytic Reduction (SCR)
EPA and the California Air Resources Board (CARB) verify the emissions performance
of retrofit technologies. These devices tend to be cost-effective on a dollar-per-pound-

-------
For more information on EPA's
verification  program and  for
a  current  listing  of EPA veri-
fied  technologies, please visit:
www.epa.gov/otaq/retrofit/
verif-list.htm
of-pollution basis. Workers and others exposed to exhaust from these engines can
experience substantial benefit from retrofit devices. DOCs are the least expensive,
can be used with either LSD or ULSD fuel, and are verified for use  on a wide variety
of dockside  equipment as well as construction vehicles and trucks. DOCs reduce
particulate matter emissions between 20 and 40 percent. DPFs provide approximately
90 percent particulate matter reduction,  but are somewhat more expensive, require
ULSD and higher operating temperatures, and are also verified for use on a wide
variety of dockside and other equipment.  Flow-through filters offer good emission
performance with expanded temperature operating conditions. Selective Catalytic
Reduction devices (SCRs) primarily reduce NOx emissions (unless paired with a DPF or
DOC), and are verified for a narrower range of equipment (including some vessels).

2. Repair/Rebuild - - Through routine maintenance and repairs, owners and
operators  can prevent premature  engine failure, and ensure that engines are
operating at maximum power and efficiency and meeting emissions standards. In
addition, timely  maintenance can identify opportunities to rebuild engines using
cleaner and more efficient components  that can  help reduce emissions during the
remaining useful life of the equipment.

3. Repower and on-dock supply options — It can make sense to replace a
failing or very dirty old engine in a useful chassis with a newer, cleaner diesel engine
or one that can use an alternate fuel or  source of power (propane, electricity, etc.).
Some equipment can be repowered with a cleaner onroad diesel engine. Repowering
is most appropriate for equipment that has a useful life much longer than that of the
engine. The cost of the new engine is at least partly offset by better fuel efficiency and
reliability, easier diagnostics, an extended warranty, and a reduction in maintenance
costs. (Crane electrification is a good example of this,  and one for which many
ports have made an attractive business case.) If the chassis or other components are
compromised,  it may make more sense to plan for replacement.

Some alternative-fuel engines that show  particular promise for fuel savings  and are
being tested at ports include hybrid diesel/electric or diesel/hydraulic  engines  (to
capture braking power) and variable speed drives (to better adjust power output to
load, and minimize fuel use during idle). It can also make sense, particularly  in doing
facility renovations and expansions, to supply "shore power" for refrigerated trailers
and long-haul truck cabs to reduce the need for idling, since increasingly these pieces
of equipment may have on-board capacity to use an external source of electricity.

-------
   Tier III: Infrastructure and Replacement Strategies
The following options require considerable planning, coordination, and investment;
however,  the public and environmental health benefits of implementing these
strategies should not be overlooked. These strategies are being tested on the West
Coast where severe air quality problems have resulted in significant government and
private  investment. Ports on the East Coast may benefit  from ensuing technology
refinements and economies of scale.

1. Replacement — If equipment has reached the end of its useful life such that
repairing, rebuilding and repowering are not cost-effective or practical, replacement
is the logical alternative  and does not represent "added" cost. An  example of this is
replacing worn-out forklifts with  propane-fueled models, which emit less NOx.

Where local air quality problems are severe, it can even make sense to retire older
equipment or vehicles early in spite of the cost and  replace them with newer low-
emission equipment. Drayage trucks are typically old and not in  great repair, and
travel and idle in areas near ports where their emissions can have a relatively large
impact. Their owners are typically capital-poor and reluctant to accept even free retrofit
devices.  Some major port areas with severe air quality problems are undertaking
programs to  scrap and replace  port-dedicated drayage vehicles through heavy
subsidies or outright purchase.

2. Intermodal shipping — In New England, almost all transport of goods from
port to customer is accomplished via  truck, which  leads to highway congestion
and emission impacts. It may be more efficient to shift a portion of this traffic to
rail and short-sea shipping modes where possible.  (See www.marad.dot.gov/MHI/
documents/l-95_Corridor_Coalition_First_Full_SSS_report.pdf   and www.portmod.
org/news/press/White%20Paper.htm)
Tier    III

-------
Tier   III
The Clean Ports USA and
Northeast Diesel Collaborative
websites provide both a national
and regional overview of these
and other options, as well as case
studies. See  www.epa.gov/
cleandiesel/ports/, www.epa.
gov/cleandiesel/ports/stratapp.
htm and www.northeastdiesel.
org/ports.htm
                     Ports can support the development of improved intermodal options by participating
                     in  metropolitan,  regional,  and  state-level  planning associations  and advisory
                     groups managed by transportation agencies. On their own, they can  build on-dock
                     connections to existing rail spurs, contract with shippers that use intermodal facilities,
                     and undertake new barge operations. Ports with on-dock rail should consider idle
                     reduction, hybrid or gen-set engines, cleaner fuels and emission reduction technology
                     options for the locomotives operating there.

                     For more information, see www.epa.gov/otaq/smartway/documents/
                     intermodal%20shipping.pdf and www.epa.gov/cleandiesel/ports/rail.htm

                     3.  Cold ironing — Depending on the type  of vessels frequenting a port, and the
                     duration of their stay, hotelling emissions from cruise and cargo vessels can represent
                     a significant proportion of total emissions. Working vessels such as tugboats that
                     spend hours at a  time idling their engines in harbor can also draw shore power
                     instead. Providing shore power allows compatibly-equipped  vessels to "plug in"
                     to meet their  energy needs  in  lieu of running their auxiliary engines  while docked.
                     Building the necessary port-side infrastructure is a major undertaking,  but it offers an
                     effective mechanism for reducing local air pollution. Increasingly, newly built  vessels
                     are equipped to meet cold ironing requirements on the West Coast and in Europe, so
                     they would be ready to accept shore power if provided elsewhere.

                     Cold ironing is a strategy that New England ports will want to keep in mind in planning
                     for a greener  future. Ports and utilities could collaborate on supplying shore power
                     at attractive rates,  or developing other incentives to make switching to shore power
                     practical and affordable for vessels berthing and calling here. It may make sense to
                     start with tug boats or ferries. Reducing emissions from ships at and  near the dock
                     can make a port more attractive to cruise passengers and area neighbors by reducing
                     emissions.
   Printed on 100% recycled/recyclable paper with a minimum 50% post-consumer fiber using vegetable-based ink
   oEPA
United States
Environmental Protection
Agency New England
EPA901-F-08-004
June 2008

-------