Shore power, also known as cold ironing or shoreside power, has become a popular solution for reducing maritime emissions and complying with air quality regulations, such as those issued by the California Air Resources Board (CARB). Ships equipped for shore power can connect to a land-based electrical power source, allowing them to shut down their auxiliary engines while docked.
Shore power has proven effective in cutting emissions by up to 95% for at-berth vessels. However, it comes with heavy upfront investment costs: retrofitting a ship for shore-side power starts at $1 million and must be done in dry dock, taking the ship out of operation. Ports also need to invest heavily in infrastructure to support hook-ups to on-shore power supply. For example, the Port of Long Beach has spent over $185 million on shore power infrastructure in recent years.
Retrofitting can be a smart choice for large vessels regularly docking at equipped California ports, but it isn't viable for many ships and operators. Fortunately, emissions capture and control technology like STAX offers a cost- and time-efficient alternative. With no retrofitting required, STAX can remove up to 99% of emissions, and shippers can book the service by the hour.
For shippers and vessel operators aiming to reduce emissions at port, it's crucial to consider both shore power and capture-and-control technology. This article will explore the differences between these methods and explain why both are essential for helping the shipping industry reach net zero emissions.
When commercial ships dock, they require continuous operation of lighting, heating, cooling, and refrigeration systems. Traditionally powered by diesel engines, these emit pollutants like sulfur oxides (SOx), nitrogen oxides (NOx), particulate matter (PM), and carbon dioxide (CO2).
Shore power provides a cleaner alternative, connecting ships to land-based electrical power while in port. This allows ships to shut down their diesel engines yet maintain essential operations, significantly reducing emissions and improving air quality.
Regulators worldwide are looking to stem the impact commercial shipping has on the climate and coastal populations, and shore power has been a go-to solution.
Examples of the shore power movement put into law include:
California
Under CARB’s emissions regulations, commercial ships docking at California’s major ports must comply with state emission reduction and reporting requirements by using either shore electrical power or a CARB-approved capture and control system.
Europe
The European Union's FuelEU Maritime Regulation aims to reduce the maritime sector's carbon footprint by requiring passenger ships and containers to use shore power for all electricity needs while moored in major EU ports by 2030.
China
The Marine Environmental Protection Law of the People's Republic of China requires ships that are outfitted with shore power capabilities to use them when docked.
Retrofitting a ship for shore power is a complex and costly process involving the installation of cable management systems, high- and low-voltage signal cables, power receptacles, change-over panels, and possibly a transformer. It may also necessitate modifications to the vessel’s switchboard, power systems, and alarm management systems. Typically, this retrofitting process takes several weeks, during which the vessel is out of service.
The cost to retrofit typically starts at $1 million per vessel but can go up significantly from there depending on several factors:
California has long been a leader in reducing pollution, and CARB’s at-berth requirements are the strictest in the world. In 2007, CARB set emission reduction and reporting requirements to limit pollutants, which pressured vessel operators, terminal operators, ports, and third-party CARB-Approved Emissions Control Strategy (CAECS) operators to work together to curb pollution from the commercial shipping industry.
Under the CARB regulation, ships can use either shore power or a CARB-approved capture and control emissions reduction system to remain compliant. CARB offers incentive funding to help advance the move toward shore power throughout the state, but even with assistance the cost of retrofitting some ships for shore power remains too steep, and utilizing an emissions reduction service like STAX makes more sense.
When deciding between shore power and emissions capture technology, consider the following factors:
Shore power is a valuable tool for reducing maritime emissions and meeting regulatory requirements, but its high costs and infrastructure needs make it difficult to be an all-in, short-term solution for many shippers.
Emissions capture and control technology offers a versatile and less costly option. STAX technology is as effective as shore power. In fact, it captures 12% more pollution when used with containerships than shore power, and 4% more pollution when used with ro-ros (auto carriers.) It also captures boiler emissions, which shore power does not.
The STAX pollution-capturing tech attaches directly to a vessel’s existing exhaust system and filters out pollution emissions, removing 99% of PM and 95% of NOx. It can be barge-based or deployed on land, ensuring vessel operations remain unaffected. It works with any vessel type and can be booked as needed when a ship is at berth for an easy, cost-effective, CARB-compliant alternative to shore power.
By leveraging both shore power and emissions capture and control, the global shipping industry can more effectively work towards achieving zero emissions.
STAX is proud to help the maritime industry adopt meaningful reforms to promote a healthier environment. We have already treated at-berth vessels for a cumulative 3,200 hours and controlled 23 tons of pollutants—and counting. Discover what makes the STAX emission capture and control technology the best alternative to shore power available to the commercial shipping industry. Learn more about our technology.
CARB Regulations FAQ
Due to regulation updates in recent years, ocean-going vessels docking at California’s major ports must comply with strict emission reduction and reporting requirements set by the California Air Resources Board (CARB), the state agency responsible for reducing air pollution. These regulations aim to limit pollutants like diesel particulate matter (PM) and oxides of nitrogen (NOx), which significantly impact the environment and health of nearby communities.
CARB first introduced at-berth regulations in 2007 and has since progressively implemented stricter rules, which will continue to expand through 2027 to include more vessel types. Shore power—when a ship turns off its auxiliary engines and plugs into an on-shore electrical power supply—has been a common method of complying with these regulations to date. This approach is effective in reducing emissions, but requires costly infrastructure investments. Emissions capture and control technology is a cost-effective alternative to meet CARB compliance without any updates or retrofits to existing vessels.
California has long been a global leader in enacting strict regulations to reduce pollution, and CARB’s at-berth requirements are the most stringent in the world. Below, are answers to the most frequently asked questions about CARB’s at-berth regulations, including the timeline for regulation expansion, who the rules affect, and the methods available to reach compliance.
The Ports of Los Angeles and Long Beach alone are responsible for producing roughly 100 tons of smog daily, equivalent to emissions from 6 million vehicles. Emissions from at-berth ships, such as PM, NOx, and sulfur oxides (SOx), can lead to health issues, including respiratory problems, cardiovascular diseases, and forms of cancer.
These pollutants also significantly impact the environment, leading to ecosystem harm, deterioration of air and water quality, and exacerbation of climate change.
While CARB regulations currently focus on pollutants like PM and NOx, carbon dioxide (CO2) emissions are a significant concern and are expected to be addressed in future regulation updates.
CARB first introduced at-berth emissions reduction regulations in 2007. These original rules took effect in 2014 and dramatically reduced harmful emissions by 80% from more than 13,000 vessel visits by 2020. That year, CARB expanded regulations to make further headway, deploying stricter standards and applying them to more vessel categories.
CCARB’s updated at-berth requirements started to take effect on January 1, 2023, and are set to expand to additional vessel types through 2027. Once fully implemented, the updated regulation is expected to achieve a 90% reduction in pollution and a 55% reduction in potential cancer risk for communities near the Ports of Los Angeles, Long Beach, and Richmond.
Vessel Type(s) | Compliance Start Date |
|---|---|
| January 1, 2023 |
| January 1, 2025 |
| January 1, 2027 |
Any vessel operators, terminal operators, ports, and third-party CARB-Approved Emissions Control Strategy (CAECS) operators found out of compliance risk hefty fines. That means any person or entity who owns, operates, charters, or leases any United States or foreign-flag ocean-going vessel that visits a California port, terminal, or berth is subject to the new regulation.
CARB determines penalties for air-quality regulations on a case-by-case basis. Under Section 43016 of the California Health and Safety Code, CARB fines can be up to $37,500 for each violation it finds related to this part of the code, but the maximum penalty increases annually by the California Consumer Price Index (CPI). Penalties are also listed each year in the CARB Enforcement Division’s Annual Report.
Regulations apply to the following groups:
Vessel operators: Must ensure their ships meet emission standards when at berth.
Terminal operators: Required to provide the necessary infrastructure to support compliance efforts.
Ports: Must facilitate the implementation of CARB regulations and monitor compliance.
Regulated marine terminals in California are those that receive 20 or more visits from a regulated vessel categories in any calendar year. This includes the Ports of Los Angeles, Long Beach, Oakland, San Francisco, San Diego, Benicia, Richmond, Carquinez Strait, Crockett, and Hueneme. Any terminal that receives fewer than 20 vessel visits in a year is defined as “low activity” or “low-use” and is not subject to emissions control requirements.
There are two main ways ships today can meet CARB requirements: shore power or a CARB-approved capture and control system. Ports are required to invest in these solutions to help all vessel types comply and may work with third-party-operated CAECS. Incentive funding is available for funding these programs.
Shore power, also known as cold ironing, allows vessels to shut down their auxiliary engines and connect to the local electrical grid while at berth. This is an effective means to reducing emissions, however, it requires significant investment in landside infrastructure and ship modifications.
Estimates place the cost of retrofitting a ship to plug into shore-side power between $500,000 and $1.5 million per vessel. And while many California ports have begun making upgrades to accommodate shore power, creating enough infrastructure to service all vessels will take time.
STAX’s emissions capture and control technology works by attaching to a vessel’s exhaust system and filtering out pollution emissions. This method does not require any expensive retrofits, it simply hooks onto any existing configuration to remove 99% of PM and 95% of NOx. Vessel and terminal operators can book STAX as needed when their ship is at berth.
It will take a combination of approaches, with coordination between vessel and terminal operator, as well as ports, to meet CARB requirements. With no need to complete expensive retrofitting, the STAX barge-based capture and control system is a smart and cost-effective solution to meet CARB compliance.
As the 2021 California Air Resource Board’s grant recipient for technology advancement, STAX helps vessels comply with the expanding regulations today—and in the future. STAX emission capture and control is up and operating in the Ports of LA, Long Beach, and Oakland, with more California ports soon to come.
Learn more about how STAX technology works.
AVAILABLE NOW IN LOS ANGELES, LONG BEACH, AND OAKLAND – COMING TO HUENEME , BENICIA, RICHMOND –
AVAILABLE NOW IN LOS ANGELES, LONG BEACH, AND OAKLAND – COMING TO HUENEME , BENICIA, RICHMOND –
AVAILABLE NOW IN LOS ANGELES, LONG BEACH, AND OAKLAND – COMING TO HUENEME , BENICIA, RICHMOND –
AVAILABLE NOW IN LOS ANGELES, LONG BEACH, AND OAKLAND – COMING TO HUENEME , BENICIA, RICHMOND –
AVAILABLE NOW IN LOS ANGELES, LONG BEACH, AND OAKLAND – COMING TO HUENEME , BENICIA, RICHMOND –
AVAILABLE NOW IN LOS ANGELES, LONG BEACH, AND OAKLAND – COMING TO HUENEME , BENICIA, RICHMOND –
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