Page 40: of Maritime Reporter Magazine (September 2023)

Shipping & Ports Annual 2023 ZERO EMISSION PORTS

New: EPA’s Upcoming $4 billion ZE Guidance term dependability. Reports from one port said that electric

EPA’s ZE initiative, announced in May, reached an im- yard tractors provide 9-10 hours of “light work” and 7-8 hours portant milestone in June when the public comment period of “heavy work.” Some ports are looking at increasing the closed. EPA wanted insights on issues pertaining to – number of tractors to allow one unit to charge while another • ZE class 6 and 7 heavy-duty trucks and port equipment; works. “This arrangement” AAPA comments, “would obvi- • Charging and fueling infrastructure; ously be far from ideal and would cost signi? cantly more than And information on – employing a single diesel-powered tractor.” • Availability and production capacity; Similarly, the Northwest Seaport Alliance (NWSA, in- • Performance; cludes the Ports of Tacoma and Seattle) reached out to its ter- • Pricing; and, minal operators about funding and project priorities. NWSA • Program design, best development practices and commented that electric yard trucks “have functioned well” workforce training needs. and that “the user experience has been very positive and there

The response from port and industrial leaders was exten- have not been any range constraints.” One caution, though, sive. Here’s a look at some top concerns and suggestions. is that is based on about 9 hours of operation, a schedule that allows overnight charging. NWSA writes that for terminal

Port Leadership operators battery range is a constraint for some applications,

Comments from the American Association of Port Authori- “especially duty cycles that require 2 or more shifts per day.” ties (AAPA) are based on information from its membership Regarding domestic materials and sourcing to meet Buy - leadership at America’s top ports. AAPA comments cover America requirements NWSA write that some charging equip- a wide range of issues. The following is a review of some of ment could comply but there are no commercially available those issues. trucks. Northwest terminal operators indicate interest in “small

Regarding domestic production (Build America, Buy Amer- scale deployments of zero emission terminal tractors, provided ica, or “BABA”), a critical priority for DOT, EPA and DOE ample grant funding” (italics added). “These deployments” programs, AAPA writes that “the vast majority of equipment NWSA advises, “will need to be signi? cantly de-risked since types have zero American manufacturers” and that delivery they will be the ? rst in our region at marine cargo terminals.” lead times are typically in the 12-18 month range.” AAPA sug- gests that because of this lead time “it is critical that EPA con- AWO – American Waterways Operators duct its grant administration and permitting in such a way that AWO wants EPA to include ZE vessel propulsion systems in grants can be obligated prior to the delivery of equipment.” the de? nition of ZE port equipment or technology “provided

Regarding performance, AAPA notes that real work experi- that the vessel involved is a harbor craft.” AWO’s comments are ence remains limited, and questions are still open about long- written by Caitlyn Stewart, VP of Regulatory Affairs. Stewart writes that “the Clean Ports program represents a generational opportunity to reduce the carbon footprint of our ports, includ- ing the harbor craft that are so integral to port operations.”

Stewart points out that there is no dedicated, direct federal funding for vessel engine/emission upgrades to reduce green- house gas emissions. This is in contrast to funding availability for road and nonroad vehicles.

Additionally, regarding funding, AWO suggests that the se- lection criteria for Clean Ports grants should give extra weight to projects that provide charging or fueling infrastructure for

ZE maritime vessels that call on the port, as this will provide bene? ts beyond those projects focusing on vessels and vehi- cles working within a port.

Stewart comments that it will take several different clean fuels as well as electric charging options to decarbonize ports.

Therefore, Stewart advises EPA to make funds available for a range of fueling options “as there is no single zero-emission

Paci? c ports are technological solution available to meet the diverse operation- lasered-in on ZE al needs of the port equipment and vessels used in the mari- operations. time and intermodal transportation sectors.”

Image courtesy of Port of LA 40 Maritime Reporter & Engineering News • September 2023

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