Shore power systems allow ocean-going vessels to plug into the local electricity grid while at berth to power auxiliary systems like lighting and air conditioning, rather than using onboard diesel engines. This reduces port emissions. There are two main types: high capacity for large vessels and low capacity for smaller ships. High capacity systems must meet international standards, while standards are less consistent for low capacity. Shore power installation costs can range from $1-12 million depending on the port. Estimating emissions reductions requires data on vessel size, calls, hoteling time, engine load factors, and grid emissions factors.

1. SHORE POWER IN THE
UNITED STATES
Richard Billings, ERG
Developed in Partnership with EERA

2. SHORE POWER:
OVERVIEW
• Ocean-going vessels plug in to the
local electricity grid and turn off
auxiliary engines while at-berth
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• Auxiliary systems, such as lighting, air conditioning, and crew
berths are run using energy from the local grid
• Shore power can reduce diesel emissions in port communities
• Sometimes also referred to as Alternative Maritime Power (AMP),
Onshore Power Supply (OPS), or Cold Ironing

3. SHORE POWER:
TYPES OF SYSTEMS
• Two main categories
−High Capacity
 Typically service large cruise, container, and refrigerated
vessels
 > 6.6 kilovolts (kV)
 ~10 high capacity systems in the United States (~2 in
Canada)
−Low Capacity
 Typically service smaller vessels such as fishing fleets and
tugs
 Most in United States are 220 – 480 volts (V)
 ~6 low capacity systems in the United States
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4. SHORE POWER:
HIGH CAPACITY STANDARDS
• All high capacity shore power installations
must meet international standards
−IEC/ISO/IEEE 80005-1:2012a
−6.6 kV, 11 kV or both
−60 Hz frequency in the United States
−Some 50 Hz installations in Europe
a http://www.iso.org/iso/catalogue_detail.htm?csnumber=53588
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5. SHORE POWER:
LOW CAPACITY STANDARDS
• Not all low capacity shore power systems adhere to an
international standard
−IEC/ISO/IEEE 80005-3:2014a
−Applies to installations up to 1 MW
−Systems less than 250 amps (A) and 300 V are not covered by
international standards
−Some European ports adhere to this standard e.g. Port of Bergen, Norway
−No United States low capacity shore power systems are known to meet
this standard
a http://www.iso.org/iso/catalogue_detail.htm?csnumber=64718
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6. WHERE IS SHORE POWER IN USE IN THE U.S.?
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7. SHORE POWER:
TYPES OF SYSTEMS
Dock Mounted Containerized Barge Mounted
Dock mounted shore power
connection Long Beach, California
http://www.cochranmarine.com/installations/long-beach/
Container installation on board vessel
http://www.sam-
electronics.de/fileadmin/user_upload/Broschueren_PDF_Dateien_Energie___Antriebe/DS_1.090
.11_2015.pdf
Hummel LNG Barge, Hamburg, Germany
http://www.ship-technology.com/projects/hummel-lng-hybrid-barge/hummel-
lng-hybrid-barge3.html
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8. SHORE POWER:
INSTALLATION COSTS
• Example: Brooklyn Cruise Terminal
− $12.1 million from Port Authority of New York and New Jersey
− $2.9 million grant from U.S. Environmental Protection Agency
− $4.3 million from Empire State Development Corporation
• Example: Juneau, Alaska
− Princess Cruises spent approximately $5.5 million
 Improvements to the dockside infrastructure
 5 Vessel retrofits: ~ $500,000 each
• Shore power installations in the United States are often assisted by grants
− Typically $1 million – $2 million, but some are higher
 Federal: e.g. Diesel Emissions Reduction Act (DERA)a
 State: e.g. Carl Moyer Program (California)b
a https://www.epa.gov/cleandiesel
b http://www.baaqmd.gov/grant-funding/funding-sources/carl-moyer-program
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9. SHORE POWER:
ELECTRICITY COSTS
• Electricity costs can vary widely from port to port and between terminals within
ports
Examples
• Brooklyn: $0.12/kWh
− Total delivery cost = $0.26/kWh, New York City Economic Development Corporation
covers the difference so cruise operator pays $0.12/kWh
• Port of Oakland: $267/hr
• Juneau: $4000-$5000/day
− ~$0.03-0.04/kWh for 11,000 kW auxiliary berthed for 12 hours
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10. SHORE POWER:
ESTIMATING EMISSIONS - INPUTS
• Vessel inputs
− Auxiliary engine load factor at berth, or “hoteling” (%)
− Auxiliary engine emissions factors (g/kWh)
• Activity inputs
− Vessel port calls per year
− Hoteling hours per port call
• Shore power inputs
− Electricity generation by facilities contributing to the shore power system (MWh)
− Emissions by facilities contributing to shore power system
 (e.g., metric tons of SO2, NOx, PM10, PM2.5, CO, CO2)
− Electrical power generation emissions factors
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11. SHORE POWER:
ESTIMATING EMISSIONS - EQUATIONS
Vessel Power
VE = 𝐴𝑃 ∗ 𝐿𝐹 ∗ 𝐶 ∗ 𝑇 ∗ 𝑉𝐸𝐹
Where:
VE = Vessel emissions (g)
AP = Auxiliary engine power (kW)
LF = Auxiliary engine hoteling load factor (%)
C = Vessel calls per year
T = Average hoteling time per call (h)
VEF = Vessel emissions factor (g/kWh)
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12. SHORE POWER:
ESTIMATING EMISSIONS - EQUATIONS
Shore Power
SPE = 𝐴𝑃 ∗ 𝐿𝐹 ∗ 𝐶 ∗ 𝑇 ∗ 𝑆𝐸𝐹 ∗ (1 + 𝐿)
Where:
SPE = Shore power emissions (g)
AP = Auxiliary engine power (kW)
LF = Auxiliary engine hoteling load factor (%)
C = Vessel calls per year
T = Average hoteling time per call (h)
SEF = Shore power emissions factor (g/kWh)
L = Transmission losses (%): Typically ~6% in U.S. and European grids
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13. SHORE POWER:
ESTIMATING EMISSIONS - EQUATIONS
Shore Power
SPE = 𝑨𝑷 ∗ 𝐿𝐹 ∗ 𝐶 ∗ 𝑇 ∗ 𝑆𝐸𝐹 ∗ (1 + 𝐿)
Where:
SPE = Shore power emissions (g)
AP = Auxiliary engine power (kW)
LF = Auxiliary engine hoteling load factor (%)
C = Vessel calls per year
T = Average hoteling time per call (h)
SEF = Shore power emissions factor (g/kWh)
L = Transmission losses (%): Typically ~6% in U.S. and European grids
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13

14. SHORE POWER:
AUXILIARY POWER• Shore power replaces on-board auxiliary engines
• Auxiliary engine size can vary greatly by vessel size and class
Aux. engine load
(kW)
Aux. engine load
(kW)
Ship class Capacity At berth Ship class Capacity At berth
Bulk carrier 0–9,999 280 General cargo 0–4,999 120
10,000–34,999 280 5,000–9,999 330
35,000–59,999 370 10,000–+ 970
60,000–99,999 600 Container 0–999 340
100,000–199,999 600 1,000–1,999 600
200,000–+ 600 2,000–2,999 700
Chemical tanker 0–4,999 160 3,000–4,999 940
5,000–9,999 490 5,000–7,999 970
10,000–19,999 490 8,000–11,999 1,000
20,000–+ 1,170 12,000–14,500 1,200
Oil tanker 0–4,999 250 14,500–+ 1,320
5,000–9,999 375 Liquefied gas tanker 0–49,999 240
10,000–19,999 625 50,000–199,999 1,710
20,000–59,999 750 200,000–+ 1,710
60,000–79,999 750 Refrigerated bulk 0–1,999 1,080
80,000–119,999 1,000 Cruise 0–1,999 450
120,000–199,999 1,250 2,000–9,999 450
200,000–+ 1,500 10,000–59,999 3,500
Ro-ro 0–4,999 800 60,000–99,999 11,480
5,000–+ 1,200 100,000–+ 11,480
Adapted from the Third IMO Greenhouse Gas Report.
http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf
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15. SHORE POWER:
AUXILIARY POWER
Aux. engine load
(kW)
Aux. engine load
(kW)
Ship class Capacity At berth Ship class Capacity At berth
Bulk carrier 0–9,999 280 General cargo 0–4,999 120
10,000–34,999 280 5,000–9,999 330
35,000–59,999 370 10,000–+ 970
60,000–99,999 600 Container 0–999 340
100,000–199,999 600 1,000–1,999 600
200,000–+ 600 2,000–2,999 700
Chemical tanker 0–4,999 160 3,000–4,999 940
5,000–9,999 490 5,000–7,999 970
10,000–19,999 490 8,000–11,999 1,000
20,000–+ 1,170 12,000–14,500 1,200
Oil tanker 0–4,999 250 14,500–+ 1,320
5,000–9,999 375 Liquefied gas tanker 0–49,999 240
10,000–19,999 625 50,000–199,999 1,710
20,000–59,999 750 200,000–+ 1,710
60,000–79,999 750 Refrigerated bulk 0–1,999 1,080
80,000–119,999 1,000 Cruise 0–1,999 450
120,000–199,999 1,250 2,000–9,999 450
200,000–+ 1,500 10,000–59,999 3,500
Ro-ro 0–4,999 800 60,000–99,999 11,480
5,000–+ 1,200 100,000–+ 11,480
Adapted from the Third IMO Greenhouse Gas Report.
http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf
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16. SHORE POWER:
AUXILIARY POWER
Aux. engine load
(kW)
Aux. engine load
(kW)
Ship class Capacity At berth Ship class Capacity At berth
Bulk carrier 0–9,999 280 General cargo 0–4,999 120
10,000–34,999 280 5,000–9,999 330
35,000–59,999 370 10,000–+ 970
60,000–99,999 600 Container 0–999 340
100,000–199,999 600 1,000–1,999 600
200,000–+ 600 2,000–2,999 700
Chemical tanker 0–4,999 160 3,000–4,999 940
5,000–9,999 490 5,000–7,999 970
10,000–19,999 490 8,000–11,999 1,000
20,000–+ 1,170 12,000–14,500 1,200
Oil tanker 0–4,999 250 14,500–+ 1,320
5,000–9,999 375 Liquefied gas tanker 0–49,999 240
10,000–19,999 625 50,000–199,999 1,710
20,000–59,999 750 200,000–+ 1,710
60,000–79,999 750 Refrigerated bulk 0–1,999 1,080
80,000–119,999 1,000 Cruise 0–1,999 450
120,000–199,999 1,250 2,000–9,999 450
200,000–+ 1,500 10,000–59,999 3,500
Ro-ro 0–4,999 800 60,000–99,999 11,480
5,000–+ 1,200 100,000–+ 11,480
Adapted from the Third IMO Greenhouse Gas Report.
http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf
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17. SHORE POWER:
AUXILIARY POWER
Aux. engine load
(kW)
Aux. engine load
(kW)
Ship class Capacity At berth Ship class Capacity At berth
Bulk carrier 0–9,999 280 General cargo 0–4,999 120
10,000–34,999 280 5,000–9,999 330
35,000–59,999 370 10,000–+ 970
60,000–99,999 600 Container 0–999 340
100,000–199,999 600 1,000–1,999 600
200,000–+ 600 2,000–2,999 700
Chemical tanker 0–4,999 160 3,000–4,999 940
5,000–9,999 490 5,000–7,999 970
10,000–19,999 490 8,000–11,999 1,000
20,000–+ 1,170 12,000–14,500 1,200
Oil tanker 0–4,999 250 14,500–+ 1,320
5,000–9,999 375 Liquefied gas tanker 0–49,999 240
10,000–19,999 625 50,000–199,999 1,710
20,000–59,999 750 200,000–+ 1,710
60,000–79,999 750 Refrigerated bulk 0–1,999 1,080
80,000–119,999 1,000 Cruise 0–1,999 450
120,000–199,999 1,250 2,000–9,999 450
200,000–+ 1,500 10,000–59,999 3,500
Ro-ro 0–4,999 800 60,000–99,999 11,480
5,000–+ 1,200 100,000–+ 11,480
Adapted from the Third IMO Greenhouse Gas Report.
http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf
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18. SHORE POWER:
ESTIMATING EMISSIONS - EQUATIONS
Shore Power
𝑆PE = 𝐴𝑃 ∗ 𝐿𝐹 ∗ 𝐶 ∗ 𝑻 ∗ 𝑆𝐸𝐹 ∗ (1 + 𝐿)
Where:
SPE = Shore power emissions (g)
AP = Auxiliary engine power (kW)
LF = Auxiliary engine hoteling load factor (%)
C = Vessel calls per year
T = Average hoteling time per call (h)
SEF = Shore power emissions factor (g/kWh)
L = Transmission losses (%): Typically ~6% in U.S. and European grids
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19. SHORE POWER:
HOTELING TIME PER CALL (T)
• Frequent callers, with longer berth times more likely to benefit financially from shore
power
− Studies indicate shore power is most cost-effective when hoteling hours are
1.8 million kWh/yr or morea
a http://www.polb.com/civica/filebank/blobdload.asp?BlobID=7718
Hours per Visit
Vessel Type POLB NY/NJ Seattle/Tacoma POLA
Container 68 26 31 48
Tanker 35 29 21 39
General Cargo 31 14 41 53
RORO 12 12 16 17
Cruise 12 10 10 10
Reefer - 8 - 27
Dry Bulk 54 35 89 70
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20. SHORE POWER:
ESTIMATING EMISSIONS - EQUATIONS
Shore Power
𝑆PE = 𝐴𝑃 ∗ 𝐿𝐹 ∗ 𝐶 ∗ 𝑇 ∗ 𝑺𝑬𝑭 ∗ (1 + 𝐿)
Where:
SPE = Shore power emissions (g)
AP = Auxiliary engine power (kW)
LF = Auxiliary engine hoteling load factor (%)
C = Vessel calls per year
T = Average hoteling time per call (h)
SEF = Shore power emissions factor (g/kWh)
L = Transmission losses (%): Typically ~6% in U.S. and European grids
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21. SHORE POWER:
EMISSION FACTORS
Vessel (VEF)
Emissions Rate (g/kWh)
Fuel CH4 CO CO2 NOx PM10 PM2.5 SOx
MDO (0.1% S) 0.09 1.10 690 13.9 0.25 0.23 0.40
MDO (0.5% S) 0.09 1.10 690 13.9 0.38 0.35 2.10
HFO 0.09 1.10 722 14.7 1.50 1.46 11.10
Shore Power (SEF)
Coastal and Great Lakes Subregion Annual Region Emissions Rate (g/kWh)
eGRID
Subregion
Subregion Name NOX SO2 CO2 CH4 N2O CO2eq
AKGD ASCC Alaska Grid 1.15 0.21 570.12 0.012 0.003 571.37
AKMS ASCC Miscellaneous 2.69 0.08 203.47 0.009 0.002 204.17
CAMX WECC California 0.18 0.08 277.07 0.013 0.003 278.18
ERCT ERCOT All 0.30 1.02 552.56 0.008 0.006 554.70
FRCC FRCC All 0.32 0.64 542.83 0.018 0.006 545.13
HIMS HICC Miscellaneous 2.54 1.71 603.36 0.034 0.006 606.02
http://www.arb.ca.gov/regact/2011/ogv11/ogv11.htm
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22. SHORE POWER:
EMISSION BENEFITS
Tons/yr 2,000 Passenger 3,500 Passenger
Shore Power Vessel Power Shore Power Vessel Power
CO 0.16 5.06 0.24 7.58
NOx 0.80 63.9 1.20 95.8
PM10 0.48 1.15 0.72 1.72
PM2.5 0.30 1.06 0.46 1.58
SO2 1.36 1.95 2.04 2.92
CO2 2,033 3,171 3,049 4,755
Corbett, J. J., & Comer, B. (2013). Clearing the air: Would shoreside power reduce air pollution emissions from cruise ships calling on the Port of Charleston, SC? Pittsford, NY: Energy
and Environmental Research Associates. Retrieved from http://coastalconservationleague.org/wp-content/uploads/2010/01/EERA-Charleston-Shoreside-Power-Report-.pdf
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23. EPA EGRID REGIONS
https://www.epa.gov/energy/egrid
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24. SHORE POWER EXPERIENCES:
CALIFORNIA
• At berth Regulationa requires the use of shore power
(or equivalent reduction) by Cruise, Container, and
Refrigerated vessels
• ~23 Terminals
• ~63 Berths
• 2,750 out of 4,400 (62.5%) of calls in 2014 were
expected shore power calls
− Challenges
 Shore power berth availability
 Vessel commissioning for shore power use
 Shore power connection times
 Shore power installation delays
a https://www.arb.ca.gov/ports/shorepower/shorepower.htm
https://www.portoflosangeles.org/environment/amp.asp 24

25. SHORE POWER EXPERIENCES:
U.S. NAVY
• Incentivized Shipboard Energy Conservation (iENCON)a
• Naval vessels have used shore power, where available, for decades
a http://www.i-encon.com/PDF_FILES/ssem_handbook/SSEM_Handbook.pdf
− Lower electrical power demand at berth than
commercial vessels
− Longer berthing periods than commercial vessels
 Weeks to months vs. 1 to 3 days
− Shore power is cost-effective from a fuel
consumption standpoint
 Additional costs of shore power installation
are offset by the difference in cost between
electricity and marine fuels while at berth
https://www.navy.com/about/equipment/vessels/cruisers.html
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26. SHORE POWER:
TECHNOLOGY AND ALTERNATIVES
• Advanced Maritime Emission Control (AMEC) systems
− Barge mounted apparatus affixed over the vessel stack at berth to scrub exhaust gases
• Exhaust Gas Cleaning Systems (EGCS)
− Also referred to as scrubbers
− Permanently installed equipment also used to comply with ECA sulfur limits
• Hydrogen Fuel Cell Shore Power System
− Prototype in use at Port of Honolulu, Hawaii
• Liquefied Natural Gas
− LNG shore power barge in use at Port of Hamburg, Germany
− Current and future LNG-powered vessels may negate the need for shore power for those
vessels
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27. SUMMARY
• Shore power becomes most economically attractive when bunker fuel costs are high
relative to electricity costs
• Relatively new technology, but shore power has been effectively employed by the
State of California, the U.S. Navy, and a range of individual ports
• Air emissions reductions can be significant, depending on regional electricity grids
− NOX: up to 99%
− SO2: ~31%
− CO2: ~36%
− PM10: ~58%
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