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2016 Puget Sound Maritime Emission

Inventory; 2016 NWSA Greenhouse

Gas Inventory;and NWSA Greenhouse

Gas Glidepath

Item No.: 5B_SuppDate of Meeting: April 3, 2018

Maritime Emissions Regional Context

3/29/2018 2

73%

11%

13%

3%

4185Tons

2011

82%

10%7%

1%

Diesel Particulate Matter

2016

2820 Tons

Summary and Highlights

3

• Results of the Puget Sound Maritime Air Emissions Inventory (PSEI) showed that NWSA and regional maritime emissions decreased significantly for all pollutants.

• DPM down 80% and GHG down 17% per ton of cargo since 2005

• Achieves 2020 reduction targets for NWPCAS

• Results of the NWSA 2016 Greenhouse Gas Inventory indicate that mobile sources make up over 98% of total GHG Emissions

• NWSA GHG Glidepath shows that GHG Resolution targets require significant decreases in carbon intensity across operations

• Upcoming clean air programs: • Shore Power

• 33% of ships calling are shore power capable (Starcrest, 2016)• Clean Cargo Handling Equipment

• 39% meet tier 4i (2016 NWPCAS implementation report)• Clean Trucks

• 53% meeting 2007 EPA emission standards (as of Dec 31 2017)

Importance of Emissions Inventories

4

• Data collection is the starting place for air quality programs

• Can’t manage what you don’t measure

• Demonstrates our commitment to transparency

• Tracks progress towards goals

• Helps prioritize emission reduction programs and policies• Allows emission reductions, environmental benefits, and societal benefits to be

weighed against cost• Identifies areas where emissions are greatest and where they are easiest to

control

Analytical Method of Emissions Inventories

• Activity Based: Calculate emissions based on recorded and estimated “activity levels”

• Use surveys and vessel, vehicle, and equipment records to determine activity levels

• Type of equipment (e.g., top pick)• Intensity of operation (average horsepower)• Duration of operation (hours)

• Emission factor translates activity level to emissions• Emissions per activity

• Emissions = A [hp-hr] x EF [grams/hp-hr]

5

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2016 Puget Sound Maritime Emission Inventory

Puget Sound Maritime Air Forum

• The Northwest Seaport Alliance• Port of Anacortes• Port of Everett• Port of Olympia• Port of Port Angeles• Port of Tacoma• Port of Seattle• Northwest Clean Air Agency• Puget Sound Clean Air Agency• Puget Sound Regional Council

• U.S. Environmental Protection Agency (EPA)

• Washington State Department of Ecology

• Washington State Department of Transportation

• North West and Canada Cruise Association

• Pacific Merchant Shipping Association

• Western States Petroleum Association

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The Air Forum is a partnership between Ports, government agencies, and industrial partners.

Geographical Extent

• U.S. Portion of the Puget Sound/ Georgia Basin Airshed (we’ll call this the Puget Sound Airshed)

• From the Cascade to the Olympic Mountains and from Olympia to the Canadian border

• NWSA Emission Scale• We focus on “Airshed scale” emissions

• Includes all truck, train, OGV, and harbor craft emissions on and off port within the Airshed boundary

• Maritime Industry-Wide Emissions• Emissions from all maritime related activity

within the Airshed boundaries (not just NWSA)

8

Source Categories• Ocean Going Vessels (OGV)• Cargo Handling Equipment (CHE)• Locomotives• Harbor Vessels• Trucks• Fleet Vehicles

9

Pollutants Inventoried

• Criteria Air Pollutants• Particulate Matter (PM)

• Fine PM (PM2.5)• Coarse PM (PM10)• Diesel PM (DPM)

• Sulfur Dioxide (SO2)• Nitrogen Oxides (NOx)• Carbon Monoxide (CO)• Volatile Organic

Compounds (VOCs)

• Greenhouse Gasses (GHG) • Carbon Dioxide (CO2)• Methane (CH4)• Nitrous Oxide (N2O)• GHG are reported together in

CO2 equivalents (CO2e)• Other

• Black Carbon (soot)• Part of PM2.5

• Climate forcer

10

Maritime Industry-Wide Airshed Emission Changes

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2005 - 2016

2011 - 2016

-9% -8%

9%

-96%

-66% -62% -65%

-30%

-1%

-100%-80%-60%-40%-20%

0%20%

NOx VOC CO SO2 PM10 DPM BC CO2ePM2.5

-23% -29% -21%

-97%-72% -69% -72%

-41%

-10%

-100%-80%-60%-40%-20%

0%NOx VOC CO SO2 PM10 DPM BC CO2ePM2.5

NWSA Airshed Emission Changes

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-35%-45%

-37%

-97%-81% -79% -81%

-64%

-20%

-100%

-80%

-60%

-40%

-20%

0%NOx VOC CO SO2 PM10 PM2.5 DPM BC CO2e

2011 - 2016NOx VOC CO SO2 PM10 PM2.5 DPM BC CO2e

2005 - 2016

-13% -21% -16%

-96%-74% -70% -73%

-49%

-5%

-100%

-80%

-60%

-40%

-20%

0%

Summary of Progress Towards NWPCAS Goals

13

20

22

24

26

28

30

0%

20%

40%

60%

80%

100%

120%

2005 2011 2016

Car

go T

hrou

ghpu

t (M

Ton

s)

Emis

sion

s pe

r Ton

of C

argo

R

elat

ive

to 2

005

Cargo

CO2

DPM

CO2 Goal

DPM Goal

• Northwest Ports Clean Air Strategy (NWPCAS) goals are 15% reduction of CO2e and 80% of DPM emissions per ton relative to 2005 levels of cargo by 2020.

• NWSA achieved 17% and 80% reductions for CO2e and DPM respectively on airshed scale. Met goals 4 years ahead of schedule.

14

868; 81%

18; 2%53; 5%

42; 4%89; 8%

DPM EMISSIONS IN TONS/YEAR AND % OF TOTALOcean Going Vessels Harbor Craft Locomotives CHE Trucks

NWSA Airshed DPM Emissions

TOTAL DPM1,070

622; 81%

15; 2%37; 5%

24; 3%66; 9%

TOTAL DPM

764105; 52%

13; 6%

26; 13%

13; 6%

47; 23%

TOTAL DPM

204

2005 2011 2016

NWSA Airshed Scale GHG Emissions Distribution

15

OGV,458,066

tons

Harbor Vessels, 23,356

Locomotives,

82,659 tons

CHE, 70,617

tons

Trucks, 162,720

tons

Fleet Vehicles,

2,723 tons

2005

OGV, 333,889

tons

Harbor Vessels,

24,195 tons

Locomotives, 63,510 tons

CHE, 43,581 tons

Trucks, 177,909

tons

Fleet Vehicles, 592 tons

2016

Down20% Overall

17% per Ton of Cargo

Reasons for NWSA Emission Changes• ECA: Fuel switched from bunker fuel (max 3.5% Sulphur) to low sulfur fuel oil

(maximum 0.1% Sulphur) • Model fuel correction factors indicate: reduces vessel emissions of DPM by

83%, SO2 by 97%, NOx by 6%, and CO2 by 5%. • Use of ULSD in equipment, harbor vessels, and trucks

• Nonroad, locomotive, and marine fuel: • Pre 2007: unregulated• 2007 – 2014: Low sulphur diesel (500 ppm S) • 2014 ULSD (15 ppm S)

• On-road (trucks)• Pre 2006 : Low sulphur diesel (500 ppm S)• 2010: ULSD (15 ppm S)

• Fleet turnover, stricter controls on PM, NOx, VOC• 2007 newer truck PM 90% lower than pre 2007• 2010 newer truck NOx 95% lower than pre 2010• Tier 4 equipment PM and NOx 90% lower than tier 3

• Lower activity for locomotives, CHE, OGV

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2016 Near Shore Emission Distributions

17

OGV Hot. + Maneuv.,16 tons

Harbor Vessels, 13 tons

Locomotives, 26 tons

CHE, 13 tons

Trucks, 47 tons

Fleet Vehicles, <1 ton

DPM

OGV Hot. + Maneuv.,

73,316 tons Harbor Vessels, 24,195 tons

Locomotives, 63,510 tons

CHE, 43,581 tons

Trucks, 177,909

tons

Fleet Vehicles, 592 tons

GHG

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2016 NWSA GHG Emission Inventory

Greenhouse Gas Inventory: Greenhouse Gas Resolution

GHG Reduction Resolution:By 2030:• 50% below 2005 levels (scopes 1, 2 & 3 emissions)

By 2050:• Carbon Neutral (scopes 1 & 2 emissions)• 80% below 2005 levels (scope 3 emissions)

• Why Perform another inventory?• Fills in the gaps left by the PSEI, e.g. stationary sources• Assess strategies for meeting NWSA GHG Reduction Resolution

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GHG Emission Scopes

20

NWSA 2016 GHG Emissions Inventory Results

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GHG Emissions (Tons CO2e)

Emissions Scope Source 2005 2016

Scope 1 None NA NA

Scope 2 None NA NA


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Cargo Transportation

Tenant, Purchased Electricity

Employee Commuting, Tenants

Refrigerants, bldgs

Refrigerants, mobile sources

Solid Waste Disposal andTreatmentWastewater Disposal andTreatmentEmployee Commuting, Port

2016 Scope 3 Emissions, tons

640,556 tons

* Total: 654,518 tons


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2016 Scope 3 Emissions, tons

0

1,000

2,000

3,000

4,000

5,000

6,0002005 2016

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NWSA GHG Glidepath

Background – Why this is importantGreenhouse Gas Reduction Resolution

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26.253.7

21.4

18.1

• Scientific consensus is climate change is already happening

• Paris Agreement:• Countries aim to keep global temperature rise to below 2 degrees

Celsius above pre-industrial levels• POT and POS have joined national ‘We Are Still In’ coalition in

June 2017

• POT and POS early leaders by adopting GHG reduction goals in Northwest Ports Clean Air Strategy in 2008

• Public opinion – 71% Pierce Co. and 81% King Co. residents think global warming is happening, majority think caused by human activity

Emission Projections

26

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

2000 2010 2020 2030 2040 2050 2060

CO

2e E

mis

sion

s (to

ns p

er y

ear)

NWSA GHG Emission Projections

Projections

Targets

* 2.2% projectedcompound growth rate

GHG Emission Reduction Glidepath

27

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

2005 2016 2030 2050

GHG

Emiss

ions

(Ton

s per

yea

r)

Year

Electric Trucks

IMO Efficiency

Shore Power

Electric CHE

Electric Switchers

Hybrid Tugs

Truck Efficiency

Renewable Fuels/Offsets

Targets

NWPCAS

Emission Reduction Measures

High Level Cost Estimates of Emission Reduction Programs• High level estimates based on available information

• Most estimates are very conservative based on their speculative nature• Costs were taken from previous work done by LA/LB and CARB

• Many factors play in to the actual future costs• Technology development and penetration of the market• Public Policy

• Carbon tax• Global shore power requirements• Global fuel requirements

• Programs will be prioritized based on emission reductions required to meet targets, cost, and operational effectiveness

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2030 Emission Reduction Measures

Shore Power

All vessel calls

Shipside: $511,500,000

Terminals: $90,000,000

83,208 tons CO2e/yr

Electric Trucks

33% of fleet

$197,505,000

74,395 tons CO2e/yr

Cargo Handling

Equipment

33% Electric

Equipment: $165,868,725

Infrastructure: $257,519,559

17,967 tons CO2e/yr

Truck Efficiency

Improvements

New fuel efficiency

regulations

11,093 tons CO2e/yr

Hybrid Tug Assist

Vessels

50% of fleet

$20,000,000

4,827 tons CO2e/yr

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* Total Cost: $1,242,393,284


Electric Trucks

90% of fleet

$580,095,000

305,163 tons CO2e per year

IMO Efficiency Improvements

EEDI 30% improvement


Shore Power

All vessel calls

Shipside: $549,360,000


Cargo Handling Equipment

100% Electric

Equipment: $610,033,775

Infrastructure: $947,290,341


30

* Total Cost: $2,829,779,116


Electric Switching Locomotives

100%

$60,000,000


Hybrid Tug Assist Vessels

100%

$38,000,000


Truck Efficiency Improvements

New fuel efficiency regulations


31

* Total Cost: $2,829,779,116

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Future Emission Reduction Projects

Future Emission Reduction Projects: Shore Power for Container Terminals

• Terminal 5 – Seattle• Permit condition expects 30% implementation in first 10 years, 50%

in years 10-20, and 70% thereafter

• Working with Seattle City Light to update a planning study for scoping shore power at T18 and T46.

• Working with Tacoma Public Utilities (TPU) to scope shore power in South Harbor

• PCT, Husky, WUT, and reefers ($7 million infrastructure improvements from TPU)

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Hoteling Cost Analysis

34

• Hoteling cost burning fuel: $16,483

• Hoteling cost plugging in: $15,119 ($13,344 without additional labor)

• Sensitive to: Cost of fuel, cost of electricity, number of ships plugging in per month

• Goal: Work with utilities to create financial incentive for the shipping lines to plug in through electricity rates

Clean CHE Program

• EDF Climate Corps Fellow, summer 2018

• Develop schemes to incentivize CHE fleet turnover without compromising performance for customers.

• Challenges are long equipment lifespans and high price point

• Focus on cost and financial sustainability

• Climate Smart

35

Trucks• Lessons learned from current clean truck program:

• It is difficult to convert the entire fleet at once• There is little data on trucks serving the gateway• There is opportunity to improve efficiency in the drayage system to

reduce wait times. • Reduces emissions and increases number of turns for drivers

• Staff developing truck study to evaluate fleet size

• Focus future efforts on Electric Trucks• Prioritize electric trucks once technology is available due to reduced

emissions, reduced fuel costs, reduced O & M costs• Diesel truck efficiency standards projected to reduce GHG emissions by

25% in new trucks by 2027, electric up to 100%

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Funding• Volkswagen Mitigation Fund

• Total fund for Washington State: $112.7 million• Applications in late 2018• Funding available:

• Up to $50.7 million for maritime projects (e.g. shore power)• Up to $50.7 million for heavy duty vehicles• Up to $5.6 million for cargo-handling equipment• 50% DERA grant match

• 2018 DERA Grants• Total fund for the U.S. is expected to be at least $20 million• Maximum project award for Region 10 TBD; Maximum award in 2017

was $800,00 • Application criteria expected in Spring 2018• Recommend applying for Clean CHE Program

37

Conclusions/Next Steps• PSEI released 3/22 outreach through community presentations ongoing

• Emissions are down, we met 2020 goals of the NWPCAS in 2016

• Still work to be done to be done to address local impacts and meet GHG targets

• Work collaboratively with industry and other ports to accelerate technology development

• Developing emission scenario evaluation tool• Allows staff to project the effects of implementing air quality programs

• NWPCAS Update:• Community outreach

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Supplementary Slides

3/29/2018 39

DPM Emission Changes by Sector

40

-83%

-13%-30%

-43%-29%

-71%-100%

-80%

-60%

-40%

-20%

0%OGV Harbor Vessels Locomotives CHE Trucks Fleet Vehicles

2011 - 2016

-88%

-26%

-51%-68%

-47%

-91%-100%

-80%

-60%

-40%

-20%

0%OGV Harbor Vessels Locomotives CHE Trucks Fleet Vehicles

2005 - 2016

GHG Emission Changes by Sector 2005 - 2016

41

-27%

4%

-23%-38%

9%

-78%-90%-70%-50%-30%-10%10%30%

OGVHarborVessels Locomotives CHE Trucks Fleet Vehicles

2005 - 2016

-8%

5% 2%

-18%

3%

-73%-80%

-60%

-40%

-20%

0%

20%OGV

HarborVessels Locomotives CHE Trucks Fleet Vehicles

2011 - 2016

Potential for Current Implementation

42

TerminalPercentage of

Calls Shore Power Capable

Average Calls Per Month Shore

Power Capable

Expected Shore Power Capable

Hoteling Hours per Month

PCT 51% 4.55 252

Husky 23% 2.38 132

WUT 15% 1.75 77

• Fraction of shore power capable vessels is expected to increase over time

• Depends on global regulations, and technology