Shore Power Versus Emissions Capture and Control: Innovative Technologies to Reduce Vessel Emissions

Abstract: When the California Air Resources Board (CARB) At-Berth Regulation was approved in 2007, this regulation highlighted a need for innovative technologies in U.S. ports. After establishing emission reduction requirements for ocean-going vessels in California—including responsibilities for terminals and ports—more than 15 years later, the regulation has grown, received U.S. EPA authorization, and is definitely a reality for California ports.
Even though shore power (SP) was initially the only CARB-approved emission control strategy (CAECS), executive orders have been granted to Emission Capture and Control (ECC) companies. Since then, terminals have been analyzing the challenges and benefits of each option for compliance with the At-Berth Regulation.
This paper introduces and defines both systems, SP and ECC, explaining how they can enhance environmental conditions near marine terminals and positively affect the port communities. In addition, it provides a current state of both technologies, detailing applications in Europe and North America and explaining possible ramifications to other continents.
Furthermore, the installation of shore power for tankers is emphasized with focus on the only two high-voltage existing applications in the world: one in the Port of Gothenburg and one in the Port of Long Beach. The major challenges for the installation of shore power systems and standardization around the world, including voltage, frequency, and amperage needs; vessel retrofit requirements; and shore infrastructure improvements are also highlighted.
The ECC technology is currently available in California since CARB has granted multiple executive orders for operation on container and auto carrier vessels, and ECC companies are applying to start tests on tanker vessels. In addition to receiving CARB approval, these companies need to comply with safety and operational requirements by the ports and terminals, collect emissions from multiple funnels at the same time, and comply with higher flow demands and severe metocean conditions. This paper details the major challenges for the ECC companies to operate on different vessel classes around the world.
To provide guidance to the industry, the Oil Companies International Marine Forum (OCIMF) has developed two working groups, one for onshore power supply (shore power) and one for ECC. This paper summarizes the information published by these OCIMF groups focusing on the operation of these technologies on tankers.
In summary, this paper is focused on providing an overview of SP and ECC technologies discussing the challenges and opportunities for each option and detailing the state of the industry while highlighting the main components of the CARB At-Berth Regulation and debating other regulatory requirements in the U.S. and Europe.

How does this project / topic contribute to the advancement of the industry and profession?: SP and ECC technologies are fast-growing technologies and front-runner solutions for compliance with CARB At-Berth Regulation in California. The At-Berth Regulation is already in effect in California for container, reefer, and passenger vessels, and growing to tankers and roll on roll off (ro-ro) vessels by 2025/2027. In addition, due to a European Union mandate, several ports in Europe have to make SP available in ports by 2025.
This paper provides important information about SP and ECC, serving as a potential reference for compliance options and giving crucial guidance to stakeholders because of the lack of standards currently in the industry.

Does the project / topic implement new and innovative techniques, materials, technologies, and delivery methods?: SP and ECC are innovative technologies.
For SP, 10 high-voltage systems served cruise, container, and reefer vessels in the U.S. in 2022, most of them installed after 2010. Also, the SP system at the Port of Long Beach is the only one in the world for full-size tankers, demonstrating how innovative this technology is.
Compared to SP, ECC is even newer. Starting around 2015, it has grown to four barges operating in California and thousands of hours of operation on container vessels. ECC companies are currently seeking approvals for operations on ro-ro and tanker vessels.

What was the most challenging aspect of your project / topic and how did you handle it to ensure success?: For SP, the most challenging aspects for the ports include the upgrade of the electrical grid, vessel retrofit requirements, and shore-side infrastructure improvements.
For ECC, the ports have to rely on third-party operators, there is a lack of industry standards and safety guidelines, and there are uncertainties regarding technology availability and approvals.
Moffatt & Nichol leads the industry by developing CARB compliance studies/plans for more than fifteen locations in California. The speaker is also a member of the OCIMF working groups for SP and ECC that are aiming to write international guidance for these technologies.

Who is the target audience for this paper?: All parties related to the CARB At-Berth Regulation will benefit from our understanding of the challenges and benefits of these technologies as well as the lessons learned to date. This includes the Ports of Los Angeles, Long Beach, Oakland, San Diego, San Francisco, and Hueneme; all other independent terminal operators in these areas; OCIMF, CARB and EPA members; shore power and capture and control companies; and vessel owners/operators.
For better understanding of the technologies and infrastructure requirements, this paper will also be very beneficial to electrical, coastal, structural, and environmental engineers.