Ocean-Going Vessel (OGV) Best Practices to Improve Air Quality

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This webpage is one in a series of pages that provide information on best practices at ports to reduce diesel pollution and associated health impacts. Select another topic from menu above to explore other sector best clean air practices.

Ocean-going vessels (OGVs) play an important role in port operations, the economy and air quality. OGVs move cargo and people into and out of a port and typically travel long distances between foreign or domestic ports. Typically, OGVs have engines with per cylinder displacement of 30 liters or more (i.e., Category 3 vessels). Some of the strategies in this section may also apply to vessels with small Category 1 or 2 engines those with less than 30 liters per cylinder displacement), such as those operating in the Great Lakes or major riverways. This page describes several best practices that port authorities, OGV operators, and other port operators can adopt to reduce port-related emissions from ocean-going vessels.

On this page:

• Implement a vessel speed reduction (VSR) program
• Reduce vessel turnaround time
• Use shore power

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Implement a vessel speed reduction program

The objective of a vessel speed reduction program is to reduce fuel usage and engine emissions of ocean-going vessels (OGVs) by decreasing their speeds as they approach or depart a port. Vessel speed reduction (VSR) programs at ports generally entail establishing a zone around a port within which vessels operate at or below a defined speed or speed range. For example, a port could establish  an area 20 to 40 nautical miles from port and limit vessel speed up to a range of between 10 and 15 knots within that area. Actual emissions reductions will depend on the size of the zone, types of vessels that operate in that zone, and vessel speed. As one example, the California Air Resources Board estimated emissions savings to be 37 percent for CO₂ and 49 percent for diesel PM and SO₂ from vessels travelling at 12 knots within 24 nautical miles from the Port of Los Angles. To help encourage participation in VSR programs, some ports provide incentives such as dockage fee discounts for participating vessel operators.

Technical Resources

• Vessel Speed Reduction Fact Sheet
• EPA and Port Everglades Partnership: Emission Inventories and Reduction Strategies (pages 9-16) (pdf) (1.2 MB, June 2018, EPA-420-S-18-002)

Tips on Performance Targets and Data Collection

• Consider setting a goal to increase the number of vessels that participate in the port’s vessel speed reduction program and assess participation rates on a regular basis.
• Collect data on the number of vessels that visit the port and their speed within the zone. Information on vessel speed is typically determined using Automatic Identification System (AIS) data. Alternatively, this information can be obtained from local marine exchange organizations or ship records.

Real-World Examples

• Port of San Diego: Vessel Speed Reduction Program (pdf) (1.06 MB, 2009)
• Port of Los Angeles: Vessel Speed Reduction Program
• Port of New York & New Jersey: Clean Vessel Incentive Program

Reduce vessel turnaround time

Ocean-going vessels can experience delays entering their destination ports, resulting in increased fuel consumption and emissions while they wait for a berth to become available. While delayed, vessels wait offshore at nearby anchorages within or outside of port boundaries, using their auxiliary engines and sometimes their main engines depending on weather conditions. Further delays can happen while a vessel is hoteling (the period that a vessel is secured at berth and running main engines, generators, or auxiliary engines) waiting to load and unload cargo or refuel. Reducing overall vessel turnaround time can save costs while also reducing emissions.

To reduce vessel turnaround time, which is sometimes referred to as “dwell time,” port operators can consider operational strategies such as developing a port management information system (PMIS) to electronically track ship movements, cargo manifests, drayage truck arrivals/departures, and availability and use of cargo handling equipment. Advanced vessel scheduling functions, also known as virtual vessel arrival systems, are a component of PMIS that informs vessel operators of expected delays at their destination ports, helping them align arrival times with berth availability. This adjustment reduces or eliminates wait times and corresponding offshore anchorage emissions and fuel consumption. In addition, these systems can help vessel operators optimize their voyage speeds, resulting in further potential fuel savings. By coordinating advanced vessel scheduling with landside loading, unloading, and refueling, ports can better optimize freight movements and reduce ship turnaround time.

Technical Resources

• EPA Virtual Vessel Arrival Fact Sheet
• EPA Port Management Information Systems Fact Sheet
• International Marine Organization – Just In Time Arrival Guide (pdf) (4.2 MB, 2020)

Tips on Performance Targets and Data Collection

• Consider setting a goal to reduce the average turnaround time for vessels visiting the port, including time spent at anchorage waiting for a berth to become available.
• Logs with timestamps can be kept to track aspects of turnaround time for vessels including:
  1. Time when a vessel enters and exits the port jurisdictional boundary, or (if available) when a vessel begins to anchor outside this boundary while waiting to access a berth; and
  2. Time when a vessel enters and leaves a berth.

• See the EPA Port Management Information Systems Fact Sheet for additional information on port data collection and management systems.

Real-World Examples

• Port of Los Angeles Port Optimizer
• Port of Oakland Portal
• Port of Virginia Pro-Pass
• EPA Port Management Information Systems Fact Sheet

Use shore power

Shore power can be used by OGVs to plug into the local electricity grid, allowing them to turn off auxiliary engines while at dock. When using shore power, auxiliary systems, such as lighting, air conditioning, and crew berths, use energy from the local electrical grid. Shore power typically produces zero onsite emissions. Under the right circumstances when a vessel is connected to shore power, overall pollutant emissions can be reduced by up to 98% when utilizing power from the regional electricity grid (depending on the mix of energy sources). The relative cost of using shore power instead of a vessel’s own fuel sources is more attractive when fuel costs are greater than electricity costs. The power generation plant that supplies electricity to shore power applications may or may not be within the confines of the port and can be located outside the local air shed. While shore power can reduce or eliminate auxiliary engine emissions at berth, shore power does not address emissions from boilers or other vessel sources that must be operational while the vessel is at berth. Shore power may be most effective when applied at ports with a high percentage of frequently returning vessels, typically cruise ships and container ships.

Port operators can consider increasing the use of shore power over time by developing landside infrastructure and providing incentives for vessel operators visiting the port to install shore power technology. There are 10 U.S. ports serving cruise, reefer and container vessels, which use high voltage [(HV)(6,600-11,000 Volts)] technical specifications for shore power systems and meet international standards (ISO/IEC/IEEE 80005-1:2012). Port operators can also consider integrating electrical infrastructure as part of major infrastructure upgrades or expansions.

Port operators can also consider implementing operating protocols that minimize the time it takes for a vessel to connect to shore power. For example, there are programs at some ports where vessel operators can get pre-approved for shoreside personnel to board the vessel while waiting to clear customs. This allows vessel operators and shoreside personnel to begin connecting the vessel to shore power sooner. Some port operators also conduct vessel shore power commissioning protocols when a vessel visits the port for the first time to ensure connections go smoothly. Clear instructions and training materials in relevant languages can also help ensure safe and efficient shore power connections.

Technical Resources

• EPA Shore Power Technology Assessment at U.S. Ports webpage, including Shore Power Report and Shore Power Emissions Calculator

Tips on Performance Targets and Data Collection

• Consider setting a goal to increase the fraction of ship calls that connect to shore power and/or complementary goals that can help achieve this overarching goal such as:
  • Increasing the number or percentage of vessels or vessel calls visiting your port with shore power capabilities.
  • Increasing the number of shore power connections at your port.
  • Increasing the percent of time a vessel is connected to shore power while at berth.
• Collect and track data on activity related to these goals on a regular basis (e.g., annually).

Real-World Examples

• Port of Los Angeles Alternative Maritime Power (AMP) program
• Port of Oakland Shore Power Program
• EPA Shore Power Technology Assessment at U.S. Ports (see Chapter 4 for case studies and lessons learned from CARB as well as port operators implementing shore power programs at the ports of New York & New Jersey, Seattle, Hueneme, and Los Angeles; and Appendix A for studies of the cost and benefits of shore power).