10a. Attachment 01 - Charting the Course to Zero: Port of Seattle’s Maritim
Item No. 10a attach Meeting Date: November 16, 2021 November 2021 TABLE OF CONTENTS EXECUTIVE SUMMARY ............................................................................................................................................ ES - 1 The Northwest Ports Clean Air Strategy 2020 Vision....................................................................... ES 2 The Port's Greenhouse Gas Reduction Targets................................................................................ ES 2 Community Health and Equity Considerations ................................................................................ ES 3 Port Emission Sources ....................................................................................................................... ES 3 Emission Trends................................................................................................................................. ES 4 Strategies to Reduce Impacts ........................................................................................................... ES 6 Community, Industry, and Government Engagement in Plan Development................................ ES 13 Plan Implementation....................................................................................................................... ES 13 SECTION 1 | INTRODUCTION ........................................................................................................................................ 1 Implementing the Northwest Ports Clean Air Strategy at the Port of Seattle....................................... 1 What the Plan Covers: Scope and Organization..................................................................................... 1 Why We Need this Plan: Climate Change, Air Quality, and the Port of Seattle.................................... 4 Vision and Guiding Principles................................................................................................................... 7 The Port's Greenhouse Gas Reduction Targets....................................................................................... 8 Strategic Alignment.................................................................................................................................. 9 Development of the Maritime Climate and Air Action Plan................................................................. 12 SECTION 2 | THE PORT'S MARITIME EMISSIONS..................................................................................................... 14 Where Do Portrelated Air Pollutant and GHG Emissions Come From? .............................................. 14 How are the Port's Maritime GHG and DPM Emissions Characterized? .............................................. 16 How Does the Port Measure Emissions?............................................................................................... 21 How Have the Port's Maritime Emissions Changed over Time? .......................................................... 22 How Will the Port's Maritime Emissions Change in the Future?.......................................................... 25 How Will the Port Reduce Emissions? ................................................................................................... 28 SECTION 3 | STRATEGIES TO REDUCE IMPACTS: PORT MARITIME ADMINISTRATION......................................... 29 Port Maritime Administration Sectors Can Meet the 2030 GHG Reduction Target by Implementing 24 Strategies ........................................................................................................................................... 29 How to Read the Sector Strategies That Follow.................................................................................... 30 i | P a g e BUILDING & CAMPUS ENERGY .................................................................................................................................... 31 Context ................................................................................................................................................... 31 Strategies to 2030................................................................................................................................... 33 Emissions Remaining after 2030............................................................................................................ 39 Performance Metrics.............................................................................................................................. 40 FLEET VEHICLES & EQUIPMENT................................................................................................................................... 41 Context ................................................................................................................................................... 41 Strategies to 2030................................................................................................................................... 42 Emissions Remaining after 2030............................................................................................................ 46 Performance Metrics.............................................................................................................................. 47 EMPLOYEE COMMUTING .............................................................................................................................................. 48 Context ................................................................................................................................................... 48 Strategies to 2030................................................................................................................................... 49 Emissions Remaining after 2030............................................................................................................ 52 Performance Metrics.............................................................................................................................. 52 SOLID WASTE ................................................................................................................................................................ 53 Context ................................................................................................................................................... 53 Strategies to 2030................................................................................................................................... 54 Emissions Remaining after 2030............................................................................................................ 56 Performance Metrics.............................................................................................................................. 57 HABITAT RESTORATION & CARBON SEQUESTRATION .............................................................................................. 58 Context ................................................................................................................................................... 58 Strategies to 2030................................................................................................................................... 58 Performance Metrics.............................................................................................................................. 60 SECTION 4 | STRATEGIES TO REDUCE IMPACTS: MARITIME ACTIVITY.................................................................. 61 Maritime Activity Sectors Can Chart a Course to Zero by Implementing 19 Strategies ...................... 61 CROSS-SECTOR MARITIME ACTIVITY.......................................................................................................................... 62 Context ................................................................................................................................................... 62 Strategies to 2030................................................................................................................................... 62 WATERSIDE MARITIME ACTIVITY SECTORS OCEAN-GOING & HARBOR VESSELS ................................................. 66 Context ................................................................................................................................................... 66 Strategies to 2030................................................................................................................................... 67 Performance Metrics.............................................................................................................................. 73 i i | P a g e LANDSIDE MARITIME ACTIVITY SECTORS CARGO-HANDLING EQUIPMENT, TRUCKS, & RAIL............................. 74 Context ................................................................................................................................................... 74 Strategies to 2030................................................................................................................................... 75 Performance Metrics.............................................................................................................................. 80 SECTION 5 | IMPLEMENTATION.................................................................................................................................. 81 Impacts of COVID19 on Implementation ............................................................................................. 81 Roles, Responsibilities, and Collaboration ............................................................................................ 82 Engagement on Implementing the Plan ................................................................................................ 82 Prioritizing Actions for Implementation................................................................................................ 83 Continuous Improvement of Emissions Data........................................................................................ 87 Accountability Framework..................................................................................................................... 88 CONCLUSIONS............................................................................................................................................................... 89 APPENDIX A | PERFORMANCE METRICS............................................................................................................... A - 1 APPENDIX B | EMISSIONS INVENTORIES ............................................................................................................... B - 1 APPENDIX C | EMISSIONS PLANNING ASSUMPTIONS ......................................................................................... C - 1 APPENDIX D | GLOSSARY AND ACRONYMS/ABBREVIATIONS............................................................................D - 1 i i i | P a g e Land Acknowledgement The Native and Indigenous lives are systemically unrecognized in our country, and we can begin dismantling this by bringing value and honor to the acknowledgment of first peoples and the lands they originally resided on. The Land Acknowledgement helps create a culture that centers equity and combats erasure of Native and Indigenous people. Statement The Port of Seattle exists on Indigenous land. We acknowledge the ancestral homelands of those who walked here before us and those who still walk here, keeping in mind the integrity of this territory where Native peoples identify as the Duwamish, Suquamish, Snoqualmie, and Puyallup, as well as the tribes of the Muckleshoot, Tulalip, other Coast Salish peoples, and their descendants. We are grateful to respectfully live and work as guests on these lands with the Coast Salish and Native people who call this home. This land acknowledgment is one small act in the ongoing process of working to be in good relationship with the land and the people of the land. i v | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 EXECUTIVE SUMMARY Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan (the Plan) is a comprehensive plan to address climate change and air pollution from maritime sources. It charts the course to achieve the Port of Seattle's (the Port) Century Agenda targets for maritimerelated greenhouse gas (GHG) emission reduction and implement the 2020 Northwest Ports Clean Air Strategy (2020 Strategy) vision to phase out emissions from seaportrelated sources by 2050. The Plan was created to address the urgency of the climate crisis and the needs of nearport communities in Seattle that are disproportionately impacted by air pollution. The Plan identifies strategies and actions the Port will take to reduce maritimerelated air and GHG emissions through 2030 towards a vision of zero emissions by midcentury. It covers GHG emission sources related to administrative operations of the Port's Maritime and Economic Development Divisions, such as energy used in port buildings, fuel used in fleet vehicles and equipment, and emissions associated with employee commuting and solid waste disposal. It also covers air pollutant and GHG emission sources from Port Maritime tenants and activities, such as cruise sailings, grain terminal operations, commercial fishing, and recreational marinas. In addition to emission reduction opportunities, the Plan encompasses the future carbon sequestration potential of the Port's shoreline and habitat restoration programs. The Plan does not include GHG or air pollutant emissions associated with SeattleTacoma International Airport (SEA Airport) administration, airlines, tenants, or ground transportation, as SEA Airport creates its own separate plans and inventories to track and address these sources. The Plan also excludes emissions from the Northwest Seaport Alliance's (NWSA) lines of business, such as container trucks. E S - 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 While this Plan provides detail on how the Port will address the 2020 Strategy objectives, specific projects, and actions the Port will take to implement it will continue to be defined by ongoing engagement with nearport communities, government agencies, and maritime industries. The Northwest Ports Clean Air Strategy 2020 Vision For more than a decade, the Port has worked collaboratively with regional ports, government, community, and industry partners to reduce seaportrelated air pollution and GHG emissions. With the release of the 2020 Strategy, the Port continues its commitment to work jointly with the NWSA, the Port of Tacoma, and the Port of Vancouver (Canada) to phase out emissions in the ports' shared airshed. The ports recognize that broad, transformative changes are needed to reduce the impacts of seaportrelated emissions on public health and limit global climate change as soon as possible, and that ports must play a key role in enabling those changes. The updated 2020 Strategy reflects a new vision that acknowledges the urgency of the climate crisis and the need to reduce and ultimately eliminate air pollution in communities that experience environmental health disparities. Phase out emissions from seaportrelated activities by 2050, supporting cleaner air for our local communities and fulfilling our responsibility to help limit global temperature rise to 1.5C. The Port's Greenhouse Gas Reduction Targets In 2017, the Port of Seattle Commission (Port Commission) Scopes 1 and 2 adopted GHG reduction targets that Portcontrolled and Port indirect emissions align with the Paris Climate 15 percent below 2005 levels by 2020 Agreement. The Port's targets include 50 percent below 2005 levels by 2030 a critical interim goal to cut emissions Netzero or better by 2040 in half by 2030. In August 2021, the IPCC released Working Group I report, Climate Change 2021: the Physical Science Basis providing new estimates for Scope 3 global temperature rise to exceed Portinfluenced, but not directly controlled 1.5C unless "immediate, rapid, and 50 percent below 2007 levels by 2030 largescale reductions in greenhouse Carbonneutral or better by 2050 gas emissions" are achieved.1 Based on this increasingly urgent assessment, as well as feedback received during engagement on the draft Plan, the Port 1International Panel on Climate Change, AR6 Climate Change 2021: The Physical Science Basis IPCC E S - 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Commission voted in October 2021 to accelerate its emission reduction efforts and updated the Century Agenda Greenhouse Gas Reduction Goals as follows: Accelerate the Port's scope 1 and 2 emission reduction efforts by 10 years, calling for emissions to be netzero or better by 2040 instead of carbonneutral by 2050. Increase the magnitude of the Port's scope 3 reduction goal, from 80 percent reduction below 2007 levels by 2050 to being carbonneutral or better by 2050. The term netzero means that any carbon dioxide (CO2) released into the atmosphere from a company's activities is balanced by an equivalent amount being removed (excluding carbon offsets). The netzero goal is proposed to bring the Port in line with international carbon accounting definitions, and in keeping with the Port's emphasis on not using carbon offsets to eliminate Scope 1 and 2 emissions. The term carbonneutral means making no net release of CO2 to the atmosphere, but allows emissions to be offset with a reduction, including purchasing carbon offsets. The Plan is based on the Port's goal to reduce GHG emissions 50 percent by 2030 and the 2020 Strategy vision for 2050 which incorporates the recommendations of the latest International Panel on Climate Change (IPCC). Community Health and Equity Considerations The adverse effects of climate change are more likely to be borne by historically marginalized communities, including Black, Indigenous, and people of color (BIPOC). In addition, BIPOC communities are also disproportionately exposed to air pollution and other environmental hazards. Although King County meets national air quality standards, the Port recognizes that pollution exposure, access to economic opportunity, and health outcomes vary based on where people live. In Seattle, communities in the Duwamish Valley bear a disproportionate burden of health impacts and environmental injustices compared to other areas of the city. In 2019, Port Commission adopted Resolution 3767, the Duwamish Valley Community Benefits Commitment, establishing a formal partnership between the Port and the Duwamish Valley. The Community Benefits Commitment sets several goals for working with the Duwamish Valley community, including ensuring accessible and equitable delivery of Port programs and community engagement, proactively addressing factors that affect community health, and supporting antidisplacement solutions through equitable access to trainings, jobs, and career pathways. This Plan acknowledges that commitment and furthers work toward the goals by identifying actions and investments needed to combat global climate change and address air pollution faced by nearport communities. Port Emission Sources Port emissions include Portowned or controlled sources (GHG Scope 1), indirect emissions from purchased electricity (GHG Scope 2), and Portinfluenced sources (GHG Scope 3). This Plan addresses all three scopes, but sorts emissions into two main categories which overlay the scope designations: Port Maritime Administration and Maritime Activity. Port Maritime Administration sectors covered by this Plan include Portowned buildings and campuses, fleet vehicles and equipment, solid waste generated by the Port and its tenants, and Port employee E S - 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 commuting. Although these sources account for only 6 percent of the Port's total emissions, the Port has relatively more control or influence in these areas. Maritime Activity sectors covered by this Plan include cruise and grain ships, harbor vessels (tugboats, commercial fishing vessels, and recreational vessels), locomotives, trucks (including cruise buses), and cargohandling equipment. These sectors account for 94 percent of the Port's emissions. However, the Port does not own the vessels, vehicles, and equipment. Addressing these emissions will require collaboration with tenants and industry. This Plan details the Port's strategies to encourage the development of new technologies and partner with tenants and industry to meet reduction targets. Emission Trends In 2019, Port Maritime emissions of GHG totaled 78,775 metric tons (MT) of CO2. Without adopting aggressive strategies, emissions could grow by over 20 percent by 2030, under a businessasusual scenario that includes projected business growth and no new actions to address climate change or air pollution.2 Port Maritime Administration sectors have not made consistent progress toward the Port's emission reduction targets since the 2005 baseline year, despite improvements in some areas. Emissions in 2019 for Port Maritime Administration sectors were 19 percent higher than the 2005 baseline. Most of the increase is from building and campus energy use. Emissions dipped in 2020 largely due to the impact of coronavirus disease 2019 (COVID19) on Port operations. For this reason, the 2020 results were not included in the analysis of historical trends or forecasts of future GHG emissions. 2 This analysis did not consider COVID19 impacts, which are discussed later in the Plan. E S - 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure ES1. Annual GHG emissions from Port Maritime Administration sources 2005 2019 5,000 4,500 Metric Tons CO 2 4,000 3,500 3,000 2,500 2005 2007 2011 2015 2016 2017 2018 2019 Emissions Inventory Year Emissions were inventoried for the Port's Century Agenda milestone years: 2005, 2007, and 2011, and annually since 2015. Note: the scale along the vertical axis has been narrowed to highlight small changes in recent years. Air pollutant and GHG emissions from Maritime Activity sectors have declined significantly since 2005. Emissions from these sources are measured every five years in the Puget Sound Maritime Air Emissions Inventory. The most recent inventory of Maritime Activity sectors was completed for the year 2016. Maritime Activity emissions were lower for all air pollutants and GHG in 2016 compared to 2005. Regulatory changes requiring the use of low sulfur fuel and more advanced pollution controls over this period resulted in a steep reduction in diesel particulate matter (DPM) and other air pollutants. GHG emissions declined due to lower cargo throughput, vessel efficiency improvements, and turnover to cleaner and electric cargohandling equipment. E S - 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure ES2. Annual GHG and DPM emissions from Maritime Activity sources 2005 2016 120 30 100 25 80 20 Metric Tons CO 2 (thousands) 60 15 40 Metric Tons DPM 10 20 5 2005 2011 2016 2005 2011 2016 Emissions Inventory Year Emissions Inventory Year OGV transit OGV hotel/maneuver OGV hotel/maneuver Locomotives Harbor vessels Harbor vessels Locomotives Cargohandling equipment Cargohandling equipment Emissions were inventoried in the Puget Sound Maritime Air Emissions Inventories for years 2005, 2011, and 2016. OGV = Oceangoing vessels. Strategies to Reduce Impacts The Plan identifies a set of ambitious, timely strategies and actions to be taken by 2030 for both Port Maritime Administration and Maritime Activity sectors to decrease GHG and air pollutant emssions and keep on track to reach zero emissions by 2050. Strategies and actions align across the following themes: Transition from fossilbased energy to zeroemission energy in Port maritime administration and facilitate the transition for maritime industries Continually reduce energy use and emissions in the interim to proactively address the impacts of climate change and air quality on community health Involve communities in decisionmaking and take an equity approach to climate and air emissions reductions Advance policy, funding, and technology development for climate and clean air action through partnerships Leverage habitat restoration projects to sequester carbon, among other benefits E S - 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 The strategies in the Plan represent one path to achieve the 2030 goal of 50 percent GHG reduction and reduce air emissions on track to phase out emissions by 2050. It will be refined in updates as more information becomes available. Section 3 of the Plan highlights 24 strategies across five sectors to reduce GHG emissions from Port Maritime Administration sources. Implementing these strategies will reduce annual 2030 emissions by almost 2,000 MT CO2, which will collectively reduce Port Maritime Administrations emissions by more than 50 percent from the baseline level. Section 4 of the Plan identifies 19 strategies across five Maritime Activity sectors. The strategies and actions represent where the Port has leverage to influence emission reduction from these sectors and promote the development and demonstration of zeroemission technology for port applications. In addition to sectorspecific strategies, Section 4 includes crosssector strategies that take a holistic approach to emission reduction efforts and will enable future action across the board. These strategies are foundational to achieving deep decarbonization in Maritime Activity sectors, focusing on cross industry clean energy planning; sustainability requirements in leases; regulatory policy advocacy; and engagement with community, industry, and government. To keep on course to attain the 2050 vision, implementation of Maritime Activity strategies will need to reduce annual GHG emissions by at least 37,000 MT CO2/year by 2030, which will collectively reduce Maritime Activity emissions by 50 percent from the baseline level. Actions taken will also reduce DPM emissions by 2030. Key Objectives by 2030 Continual engagement with community, industry, and government to reduce emissions 100 percent of Portowned lightduty vehicles are electric or use renewable fuels No fossil natural gas use in Portowned buildings Shore power infrastructure installed at all cruise ship berths 100 percent of homeport cruise ship calls connect to shore power The Seattle Waterfront Clean Energy Strategic Plan has established industry and utility partnerships to address key constraints and deploy enabling infrastructure for zeroemissions equipment, locomotives, vehicles, vessels, and buildings E S - 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure ES3. Annual GHG emissions from Port Maritime Administration projected to 2030 Annual emissions from Port Maritime Administration will continue increasing through 2030 under a businessas usual scenario that includes projected growth and assumes that no further emission reduction actions are taken. The strategies identified in this Plan can reduce Port Maritime Administration emissions by 50 percent to meet the Port's 2030 GHG reduction target. Emission data from the 2020 inventory was not used in the analysis. E S - 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure ES4. Maritime Activity future GHG emissions projection and 2050 reduction potential 160 140 120 100 Metric tons CO 2 (thousands) 8060 40 2030 Goal 50% reduction from baseline 20 0 Year Oceangoing vessels shore power reduction Oceangoing vessels IMO 50% reduction vision Oceangoing vessels IMO 30% ship efficiency increase Transition to zeroemission oceangoing vessels and harbor vessels reduction Transition to zeroemission rail trucks and cargo handling equipment reduction Emissions Annual emissions from Maritime Activity will continue increasing through 2050 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. The strategies identified in this Plan can reduce Maritime Activity GHG emissions by approximately half. Transition to zero emission maritime activity represents reductions from strategies in this Plan that are not quantified, and new/innovative technologies that will be required to meet the 2050 Northwest Ports Clean Air Strategy vision. These strategies include the International Maritime Organization (IMO) 30 percent vessel efficiency mandate, and the overall IMO goal to reduce shipping emissions by 50 percent (inclusive of vessel efficiency improvements) by 2050. E S - 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure ES5. Maritime Activity future DPM emissions projection and 2050 reduction potential 50 45 40 35 Metric Tons DPM 302520 15 10 5 Year Oceangoing vessels Harbor vessels Locomotives Cargohandling equipment Transition to zeroemission maritime activity Planned reductions Annual DPM emissions from Maritime Activity will continue increasing through 2050 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. The strategies identified in this Plan can reduce Maritime Activity DPM emissions by approximately half. Transition to zeroemission maritime activity represents reductions from strategies in this plan that are not quantified, and new/innovative technologies that will be required to meet the 2050 Northwest Ports Clean Air Strategy vision. E S - 1 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Table ES1. Emission reduction strategies and emission reduction potential related to the Port's 2030 GHG reduction goals. At the sector level, the table shows 2019 GHG emissions, and GHG Scope designation. For each strategy, the table lists the approximate potential GHG emission reduction in 2030 (based on projected 2030 emissions levels which incorporate business growth assumptions). Port Maritime Administration Strategies 2019 Emissions: Building and Campus Energy GHG Scopes: 1, 2, 3 2,480 MT CO2 Approximate Annual MT CO2 GHG Reduction Strategies Reduction Potential by 2030 BC1: Eliminate fossil natural gas 1,400 BC2: Implement energy audit conservation measures 330 BC3: Install energy efficient lighting and controls 140 BC4: Reduce plug loads and upgrade controls 25 BC5: Maximize use of renewable energy 50 BC6: Advance energy data management and planning BC7: Apply high performance lease terms Critical to Other Efforts BC8: Strengthen energy conservation communication and education BC: Building and Campus Energy 2019 Emissions: Fleet Vehicles and Equipment GHG Scope: 1 896 MT CO2 Approximate Annual MT CO2 GHG Reduction Strategies Reduction Potential by 2030 FV1: Use dropin renewable fuels 330 FV2: Deploy electric vehicle charging across Port waterfront Critical to Other Efforts FV3: Transition to electric vehicles 250 FV4: Rightsize vehicles and fleet 75 FV5: Use technology to gather data and improve efficiency Critical to Other Efforts FV6: Educate Port drivers on ecodriving and fleet use practices FV: Fleet Vehicles and Equipment 2019 Emissions: Employee Commuting GHG Scope: 3 800 MT CO2 Approximate Annual MT CO2 GHG Reduction Strategies Reduction Potential by 2030 EC1: Encourage use of flexible work arrangements 350 EC2: Update employee commute benefits for lowemission commutes 210 EC3: Expand employee communication and education 60 EC4: Continue to advocate for better transportation access 60 EC: Employee Commuting E S - 1 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 2019 Emissions: Solid Waste GHG Scope: 3 198 MT CO2 Approximate Annual MT CO2 GHG Reduction Strategies Reduction Potential by 2030 SW1: Maximize diversion of common recyclables and organics 60 SW2: Minimize solid waste generation 60 SW3: Expand specialized items recycling 15 SW4: Enhance communications with employees and tenants Critical to Other Efforts SW: Solid Waste Habitat Restoration and Carbon Sequestration Approximate Annual MT CO2 GHG Reduction Strategies Reduction Potential by 2030 HR1: Complete Smith Cove Blue Carbon Benefits Study To Be Determined HR2: Continue shoreline restoration projects HR: Habitat Restoration and Carbon Sequestration Maritime Activity and CrossSector Strategies Approximate Annual MT CO2 GHG and DPM Reduction Strategies Reduction Potential by 2030 XS1: Facilitate crossindustry clean energy planning XS2: Leverage green lease terms Critical to Other Efforts XS3: Advocate for local, state, and federal policy and funding XS4: Engage with community, industry, and government XS: CrossSector Waterside: OceanGoing Vessels 2019 Emissions: GHG Scope: 3 and Harbor Vessels 69,323 MT CO2 Approximate Annual MT CO2 GHG and DPM Reduction Strategies Reduction Potential by 2030 OGV1: Install shore power at all major cruise berths 13,000 OGV2: Support international efforts to phase out emissions from OGV To Be Determined OGV3: Support OGV efficiency improvements and emission reductions HV1: Provide infrastructure for zeroemission HV by 2030 Critical to Other Efforts HV2: Support accelerated turnover of HV to zeroemission models To Be Determined HV3: Support HV efficiency improvements and emission reductions HV: Harbor Vessels OGV: Oceangoing Vessels E S - 1 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Landside: Cargohandling 2019 Emissions: GHG Scope: 3 Equipment, Trucks, and Rail 4,909 MT CO2 Approximate Annual MT CO2 GHG and DPM Reduction Strategies Reduction Potential by 2030 CHE1: Provide infrastructure for zeroemission CHE by 2030 Critical to Other Efforts CHE2: Support adoption of zeroemission CHE by 2050 To Be Determined CHE3: Support CHE efficiency improvement and emission reductions TR1: Provide infrastructure for zeroemission trucks by 2030 Critical to Other Efforts TR2: Support adoption of zeroemission trucks by 2050 To Be Determined TR3: Support truck efficiency improvements and emission reductions RR1: Provide infrastructure for zeroemission onterminal rail by 2030 Critical to Other Efforts RR2: Support adoption of zeroemission rail by 2050 To Be Determined RR3: Support rail efficiency improvements and emission reductions CHE: Cargohandling Equipment TR: Trucks RR: Rail Locomotives Community, Industry, and Government Engagement in Plan Development The overarching 2020 Strategy was informed by a twoyear process of engagement with a defined panel of representatives from the community, environmental and health advocacy organizations, industry representatives, and Tribal, federal, state, and local government agencies in the Puget Sound region. After adopting the 2020 Strategy in April 2021, the Port worked with the NWSA and the Port of Tacoma to conduct additional engagement to develop each organization's specific implementation plan. (This Plan is the Port of Seattle's implementation plan for the 2020 Strategy.) During the joint engagement process, convened over summer 2021, the ports shared the draft plans online and convened neighborhood presentations, a public webinar, online survey, and interactive workshops to discuss proposed actions and collect input. The feedback heard and results from the online survey are discussed in more detail in the engagement summary on the Port website. Plan Implementation The Port cannot fully implement the Plan alone. Collaboration throughout the region and with a coalition of partners is essential. The Port will continue to collaborate with the NWSA, Port of Tacoma and Port of Vancouver (Canada) to implement the 2020 Strategy. The Port will also continue to engage partners and support partnerled efforts across the port network, including with port tenants, industry, governments, nongovernmental organizations, and nearport communities. When implementing the Plan, the Port will advance its commitment to collaboration with Duwamish Valley community members to identify projects and priorities of greatest impact and value in regions that need clean air and climate action most. Implementation will also require a significant amount of leadership, innovation, and investment by the Port and by others. Actions proposed in the Plan will be evaluated and prioritized for implementation based on sustainability, cost, equity impacts, and emission reduction potential, per the Port's Sustainable Evaluation Framework policy. E S - 1 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Tracking and reporting on progress is another key to successful implementation. The Plan relies on emissions inventory data to assess emission trends and to quantify impacts of strategy implementation. As more information is gatheredfor example, impacts of the COVID19 A set of criteria for evaluating capital pandemicthe Port will revise emission inventory projects operational decisions based on a holistic approach to sustainability, results and emission projections. The Plan also including equitable outcomes, lifecycle includes performance metrics that will be used to emissions, and lifecycle cost-benefit gauge annual progress in meeting targets and analysis. objectives. Progress reports will be published annually, and the Plan will be updated as needed. The Port will take an adaptive management An interactive mapping platform that can approach to monitoring, reporting, and reviewing be used to inform decision-making and the Plan, which is consistent with the 2020 emission reduction investments to Strategy framework. promote greater equity and access to opportunity in King County. Figure ES6. Estimated GHG reductions and implementation difficulty for select strategies Select strategies in the Plan are distributed according to relative emission reduction and implementation difficulty. Implementation difficulty incorporates cost, technology maturity, and the Port's control over the emissions and implementation of the strategy. Methodology is discussed in Appendix C, and implementation and reduction objectives are discussed in Appendix A. E S - 1 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SECTION 1 | INTRODUCTION Implementing the Northwest Ports Clean Air Strategy at the Port of Seattle For more than a decade, the Port of Seattle (the Port) has worked collaboratively with regional ports, government, community, and industry partners to reduce seaportrelated air pollution and greenhouse gas (GHG) emissions. With the release of the 2020 Northwest Ports Clean Air Strategy (2020 Strategy) the Port continues its commitment to work jointly with the Port of Tacoma, the Northwest Seaport Alliance (NWSA), and the Port of Vancouver, Canada to phase out emissions in the ports' shared airshed. The ports recognize that broad, transformative changes are needed in the coming decades to protect air quality and limit global climate change, and that they play a key role in enabling those changes. The 2020 Strategy provides the overarching policy framework to guide the Port's decisionmaking and actions related to air quality and climate protection in its maritime operations. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan (the Plan) is the Port's implementation plan to carry out the 2020 Strategy, along with the Port's Century Agenda goals and GHG reduction targets. The Plan adds critical detail on strategies and actions that the Port can take to cut 2005 baseline emissions in half by 2030 and continue reducing air pollutant emissions. In some places, the Plan goes beyond the commitments of the 2020 Strategy to set accelerated timelines and address sectors not covered in the 2020 Strategy. Future updates to the Plan will address a longer planning horizon to phase out emissions from maritime operations by 2050. What the Plan Covers: Scope and Organization The Plan's scope covers climate impacts and air pollution from Port Maritime functions Port Maritime Scope | The Plan's scope is limited to the Port's seaport operations, which include cruise, grain cargo, commercial and recreational marinas, and maritimerelated commercial and industrial real estate. The term "Maritime" in this Plan refers collectively to these functions. The Plan excludes the Port's aviationrelated operations associated with SeattleTacoma International Airport (SEA Airport). While seaportrelated, emissions associated with the NWSA's lines of business are not addressed in this plan. Excluded emissions include those from NWSAmanaged buildings, container trucks, container and cargo ships, harbor vessels, trains, and cargo handling equipment operating at NWSA terminals. The Port works collaboratively with the NWSA and will provide input on NWSA's air and climate action initiatives, particularly where they overlap with Seattle's nearport communities. 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Focus | The Plan focuses on actions to reduce GHG emissions and improve air quality. The Plan does not address actions to adapt to or prepare for the impacts of a changing climate, which are addressed in separate planning efforts by the Port. Pollutants covered | The Plan identifies strategies to reduce emissions of GHGs and air pollutants produced by maritime related sources. The primary air pollutant of concern for nearport communities is diesel particulate matter (DPM), found in diesel exhaust, which is the leading source of toxic air pollution in the Puget Sound.3 Strategies to reduce DPM will also reduce other pollutants including sulfur dioxide, oxides of nitrogen, black carbon, and volatile organic compounds. The Plan provides context, emission trends, emission reduction strategies, and implementation steps The Plan provides Port context for the 2020 Strategy vision, guiding principles, and targets to reduce emissions from air pollutants and GHGs. It discusses emission trends, strategies to reduce Port emissions by 50 percent from baseline levels by 2030, emission reduction targets, and action to be taken through 2030 to implement the strategies. Future updates to the Plan will address a longer planning horizon to phase out emissions from our maritime operations by 2050. The emission reduction strategies in Sections 3 and 4 are organized by sector (a sector is a category of emission source, such as fleet vehicles). Each sector subsection can be used as a standalone document. The subsections include a brief description of the sector, sectorspecific progress to date, emission reduction strategies and implementing actions, and the estimated GHG emission reduction potential for each strategy. 3 Puget Sound Clean Air Agency, Fact Sheet on Air Toxics 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 1. Port of Seattle Maritime facilities Facilities shown fall within the scope of the Plan. 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Why We Need this Plan: Climate Change, Air Quality, and the Port of Seattle The Port developed this Plan at the intersection of two global crises: climate change and the emergence of coronavirus disease 2019 (COVID19). Although global attention has turned to the COVID19 pandemic, climate change remains the challenge of our lifetime and one for which action cannot be ignored or delayed. Scientists predict the impacts observed today will only get worse unless there is significant and immediate global action. Bold action is needed to combat global climate change The International Panel on Climate Change (IPCC) determined that global temperature increase must be limited to 1.5 degrees Celsius (C) above preindustrial levels to avoid the most extreme impacts of climate change.4 Even still, widescale impacts will mean more intense or more frequent droughts, wildfires, heat waves, rainstorms, sea level rise, floods, and landslides in the coming years, as well as geopolitical disruptions and global changes in resource availability. For Port operations specifically, rising temperatures, changing weather patterns and reduced snowpack threaten access to relatively clean, affordable electricity from hydropower. Climate change may also affect production of agricultural exports that move through Port terminals. Sealevel rise and storm events threaten marine terminal infrastructure, stormwater systems, port properties, and cargo movements at the Port and ports throughout the world.5 The effects of climate changesome of which are already happeningwill further strain natural resources, public health, social systems, human wellbeing, and the economy. These devastating impacts will now be felt amidst the backdrop of a global effort to recover from a pandemic. While compounding the unknowns about the future, the response to COVID19 has demonstrated how governments, organizations, and individuals can and must take bold, comprehensive, coordinated, and immediate actions in response to an unprecedented global crisis. The same level of coordinated action is needed to tackle climate change. This is particularly true for the maritime sector where a complex interconnected network of industry, government, nongovernmental organizations, and community groups play a role. Working with tenants, partners, and communities, the Port is committed to leading a collaborative effort to achieve zero emissions by 2050. 4 IPCC, 2018. Summary for Policymakers. 5 Gellings, Joseph, 2018. Climate change adaptation planning for Port of Seattle waterfront properties. Salish Sea Ecosystem Conference. 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Nearport communities are disproportionately exposed to air pollution Both climate change and COVID19 have local impacts. Adverse effects of these crises are more likely to be borne by historically marginalized communities, including Black, Indigenous, and people of color (BIPOC). In addition, BIPOC communities, neighborhoods with lower levels of educational achievement and higher rates of poverty and unemployment are also disproportionately exposed to air pollution and other environmental hazards.6 Although King County meets national air quality standards, the Port recognizes that pollution exposure, access to economic opportunity, and human health vary based on where people live. In Seattle, communities in the Duwamish Valley bear a disproportionate burden of health impacts and environmental injustices compared to other areas of the city. The Duwamish Valley comprises the neighborhoods of Georgetown and South Park, which border the Duwamish River and are home to about 5,600 people. Duwamish Valley residents who Duwamish Valley residents who identify as Hispanic or Latinx identify as NonWhite 33.9% 13.3% 62.9% 25.2% South Park Georgetown South Park Georgetown According to the June 2018, Duwamish Valley Action Plan 6 Katz, Cheryl, 2012. People in Poor Neighborhoods Breathe More Hazardous Particles. Scientific American. 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 The Duwamish River is an area of cultural significance to Native American tribes who historically used the river for transportation, fishing, and shellfish harvesting.7 The river was dramatically altered to create the marine industrial assets there today. The Duwamish Manufacturing/Industrial Center represents nearly 80 percent of Seattle's industrial land.8 The Duwamish Valley has the greatest number of contaminated waste sites, poorly built environment characteristics, and severe air pollution compared to the rest of Seattle. Life expectancy in the neighborhoods of Georgetown and South Park is up to 13 years shorter than wealthier parts of Seattle.9 The Washington Environmental Public Health Tracking Network's Environmental Health Disparities Map (an example is shown to the right) also illustrates the disparity among neighborhoods in Seattle and heavy burden of pollution particularly diesel pollution borne by communities that border Port properties in Elliott Bay. Census tracts where Terminals 5, 18, 30, and 46 are located, as well as census tracts that border the Duwamish River, are ranked as 9 or 10 on the Washington Health Disparities Map for the "Diesel Pollution and Disproportionate Impact" indicator.10 This is a combined indicator of The Washington Tracking Network's Environmental Health diesel pollution burden and priority Disparities Map compares communities across the state for environmental health disparities at the census tract level. The populations, with 10 being the highest indicator visible in this snapshot of Elliott Bay and a portion of ranking. the Duwamish Waterway in Seattle is a combined score for Diesel Pollution and Disproportionate Impact. In the Summer of 2020, a study in the Duwamish Valley engaged students to 7 Duwamish River Cleanup Coalition. River History and Photographs. 8 City of Seattle Department of Planning and Development, May 2007. Seattle's Industrial Lands Background Report. 9 Gould L, Cummings BJ; March 2013. Duwamish Valley Cumulative Health Impacts Analysis. Seattle, WA: Just Health Action and Duwamish River Cleanup Coalition/Technical Advisory Group. 10 Washington State Department of Health. Washington Tracking Network (WTN) Information by Location Tool. Map retrieved 30 June 2020. 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 measure localized air pollution impacts by collecting and analyzing moss samples. Mosses are known to collect certain types of harmful air pollutants linked to fossil fuels and industrial pollution. The study's results showed areas within Duwamish neighborhoods with significantly higher levels of heavy metals and other air pollutant indicators. The findings demonstrate the need for immediate action but also provide valuable insight into where air quality improvements are needed most. Adding to the urgency, air pollution exposure has been found to increase a person's risk of death from COVID19.11 The Port recognizes the environmental health disparities experienced in the Duwamish Valley, and that maritime activityincluding ships, trains, trucks, and other equipmentcontributes to air pollution. Even as marine and vehicle engines become cleaner and more efficient, diesel exhaust remains a leading source of air pollution in the Puget Sound and contributes to negative health outcomes. More effective actions and investments are needed to address health and economic inequities and to dismantle environmental injustices. When implementing the Plan, the Port will advance its commitment to collaboration with Duwamish Valley community members to identify projects and priorities of greatest impact and value in regions that need clean air and climate action most. Vision and Guiding Principles The Plan charts a course for how the Port will implement actions to achieve the 2020 Strategy vision: Phase out emissions from seaportrelated activities by 2050, supporting cleaner air for our local communities and fulfilling our responsibility to help limit global temperature rise to 1.5C. Achieving this vision will involve: Enactment of policies that address climate change and reduce carbon emissions Widespread adoption of technology and infrastructure solutions, many of which are not currently market ready Monumental investment from industry, ports, and other stakeholders Unprecedented levels of collaboration between industry and government to identify constraints, opportunities, and shared investments Robust engagement with local communities, Tribal governments, Indigenous groups and nongovernmental organizations The Plan also shares guiding principles with the 2020 Strategy. The following guiding principles inform how the Port will works toward achievement of the vision and the Port's Century Agenda targets: Community Health | Recognize the importance of reducing the impacts of seaportrelated emissions on public health. 11 Harvard T. H. Chan School of Public Health, 2020. Air pollution linked with higher COVID19 death rates. 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Climate Urgency | Seek early achievement of the vision, recognizing the urgency to take action to limit global climate change. Social Equity | Prioritize action in communities that have been most impacted by port operations. Innovation | Promote innovative technologies, policies, and practices that drive continuous improvement. Evidencebased Decisions | Use best available climate change and air quality science to inform decisions. Focused Resources | Focus action in areas likely to have the highest environmental, social, and economic impact, recognizing the limits of port authority resources and operational control and influence. Leadership | Take a leadership role to facilitate government and industry support for the policy and actions needed to achieve the vision. Accountability | Provide clear, transparent, and timely updates on progress toward achieving the vision. Port competitiveness | Deliver the strategy in a way that supports competitiveness of ports and the prosperity of communities. The Port's Greenhouse Gas Reduction Targets In 2017, the Port of Seattle Commission (Port Commission) adopted GHG reduction targets that Scopes 1 and 2 align with the Paris Climate Portcontrolled and Port indirect emissions Agreement. The Port's targets 15 percent below 2005 levels by 2020 include a critical interim goal to cut 50 percent below 2005 levels by 2030 emissions in half by 2030. Netzero or better by 2040 In August 2021, the IPCC released Working Group I report, Climate Change 2021: the Physical Science Scope 3 Basis providing new estimates for Portinfluenced, but not directly controlled global temperature rise to exceed 50 percent below 2007 levels by 2030 1.5 C unless "immediate, rapid, and Carbonneutral or better by 2050 largescale reductions in greenhouse gas emissions" are achieved.[1] Based on this increasingly urgent assessment, as well as feedback received during engagement on the draft Plan, the Port Commission voted in October 2021 to accelerate its emission reduction efforts and updated the Century Agenda Greenhouse Gas Reduction Goals as follows: 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Accelerate the Port's scope 1 and 2 emission reduction efforts by 10 years, calling for emissions to be netzero or better by 2040 instead of carbonneutral by 2050. Increase the magnitude of the Port's scope 3 reduction goal, from 80 percent reduction below 2007 levels by 2050 to being carbonneutral or better by 2050. The term netzero means that any carbon dioxide (CO2) released into the atmosphere Port of Seattle Maritime from a company's activities is balanced by an equivalent amount being removed (excluding Environmental Successes carbon offsets). The netzero goal is proposed to bring the Port in line with international carbon accounting definitions, and in keeping "BE THE GREENEST PORT IN NORTH AMERICA" with the Port's emphasis on not using carbon offsets to eliminate Scope 1 and 2 emissions. Provided shore power for cruise ships The term carbonneutral means making no net since 2005, and became the first global release of CO2 to the atmosphere, but allows port to offer shore power at two cruise emissions to be offset with a reduction, berths including purchasing carbon offsets. Installed solar panels on Port buildings and uses renewable fuels in Port The Plan is based on the Port's GHG reduction vehicles target of 50 percent by 2030 and the 2020 Provided financial assistance for Strategy vision for 2050 which incorporates the cleaner trucks, ships, and cargo latest IPCC recommendations. handling equipment Partnered with regional ports to Strategic Alignment implement the 2020 Strategy and conduct Puget Soundwide maritime emissions inventories The Plan identifies the strategies and actions Developed comprehensive habitat needed to carry out the Port's Century Agenda restoration plan for the Duwamish GHG reduction targets, as well as the 2020 Waterway to support salmon recovery Strategy which addresses both GHG and air Completed projects to improve water pollutants. The Plan is aligned with the Port's quality and restore shorelines overarching policies and commitments to Created a stormwater utility to address environmental sustainability, equity, manage critical stormwater and economic development, as well as the infrastructure other guiding principles described above. In Received Green Marine, SalmonSafe, addition, the Plan aligns with a range of and EnviroStars certifications. jurisdictional targets, regulations, and community priorities as summarized below. 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Table 1. Alignment of Plan with relevant jurisdictional targets, community priorities, and Port policies Relevant Agency, Jurisdictional Regulation, and/or Key Elements Level Program Reduce CO2 emissions per transport work, as an average across international shipping, by at least 40% by 2050 Pursue efforts toward reducing CO2 emissions per transport work by at least 70% by 2050 International International Reduce total annual GHG emissions from international Maritime Organization shipping by at least 50% below 2008 levels by 2050 Sulfur level in ship fuels limited to 0.5% as of 2020 New engines in ships to be Tier III (equipped with advanced emission controls) as of 2016 Emission control standards for onroad, nonroad, Environmental Federal locomotives, and harbor vessel engines Protection Agency Fuel efficiency standards for vehicles by 2026 2030: GHG emissions 45% below 1990 levels Washington State 2040: GHG emissions 70% below 1990 levels GHG reduction targets 2050: GHG emissions 95% below 1990 levels and achieve net zero emissions Passed in 2021, establishes a statewide program to reduce carbon pollution through development of a capandinvest State program including: Washington State Starting in 2023, covered entities include industrial Climate Commitment facilities, fuel suppliers, instate electricity generators, Act electricity importers, and natural gas distributors with GHG emissions greater than 25,000 metric tons Wastetoenergy facilities will be added in 2027 and landfills and railroad companies in 2031 The Port is a partner in the Duwamish Valley Clean Air Program, convened by the Duwamish River Cleanup Coalition. The program developed a draft action plan in 2021 to improve air quality and health of Duwamish Valley residents. The draft action plan includes the following strategies: Duwamish Valley Reduce transportation emissions in the Duwamish Community Clean Air Program Valley Reduce industry and construction emissions and pollution through existing legal means Improve indoor air quality in multifamily housing as well as community spaces and schools Improve outdoor air quality through physical environmental changes 1 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Relevant Agency, Jurisdictional Regulation, and/or Key Elements Level Program In 2019, the Port Commission adopted Resolution 3767, the Duwamish Valley Community Benefits Commitment. The Community Benefits Commitment is the first policy of its Resolution 3767: the kind at a port authority to partner with a nearport Community Duwamish Valley community on environmental justice issues and identifies (continued) Community Benefits specific shared goals with the community: Commitment community and port capacitybuilding for ongoing collaboration healthy environment and communities economic prosperity in place The Century Agenda was Introduced in 2012 to mark the Port's 100year anniversary, and last updated in September 2020. It establishes the Port's vision for the next 25 years of operation with six goals and nineteen objectives. The six goals are: Position the Puget Sound region as a premier international logistics hub Century Agenda Goals Advance this region as a leading tourism destination and business gateway Responsibly invest in the economic growth of the region and all its communities Be the greenest and most energyefficient port in North America Become a model for equity, diversity, and Inclusion Be a highly effective public agency Port The Port Commission adopted a policy directive in January 2020 requiring that a Sustainable Evaluation Framework be applied to all capital projects and key operational decisions. Sustainable Evaluation The framework creates a portwide process to integrate Framework sustainability into capital and operational decisions and increase transparency on how sustainability goals and decisions are being accomplished. The NWSA's Northwest Ports Clean Air Strategy Implementation Plan details the actions the NWSA will take in the next five years to reduce air and GHG emissions The Northwest associated with cargo shipping operations of the ports of Seaport Alliance Tacoma and Seattle. The NWSA Implementation Plan includes specific actions to reduce emissions from containerized cargo including ships, drayage trucks, rail, harbor vessels, and cargohandling equipment. 1 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Development of the Maritime Climate and Air Action Plan The Plan was developed alongside the 2020 Strategy and informed through engagement The Port began developing the Plan in early 2020 alongside development of the 2020 Strategy, which directed each member port to develop a portspecific implementation plan. The overarching 2020 Strategy was informed by a twoyear process of engagement with a defined panel of representatives from the community, environmental and health advocacy organizations, industry representatives, and Tribal, federal, state, and local government agencies in the Puget Sound region. After adopting the 2020 Strategy in April 2021, the Port worked with the NWSA and the Port of Tacoma to conduct additional engagement to develop each organization's implementation plan. The ports aligned their implementation plan development processes and timelines to reduce confusion and create authentic and accessible opportunities for the public to ask questions and provide feedback on actions and investments ports will take to implement the 2020 Strategy. During the joint engagement process, convened over summer 2021, the ports shared the draft plans online and convened neighborhood presentations, a public webinar, online survey, and interactive workshops to discuss proposed actions and collect input. Feedback informed the content of the final Plan, including changes to actions in Sections 3 and 4 to reflect community priorities. The feedback heard and results from the online survey are discussed in more detail in the engagement summary available on the Port website. The Plan depends on ongoing engagement to inform implementation The Plan provides interim actions and details on how the Port will achieve to the vision and objectives set by the 2020 Strategy. However, while the Plan charts the course toward zero emissions at the Port, many decision points remain intentionally openended regarding the Port's actions and priorities. Engagement with near port communities impacted by maritime emissions, maritime industries, government agencies, Tribal governments, and others will be critical to identify, scope, and prioritize projects that can improve air quality, protect community health, and achieve GHG emission reductions targets. The Port is committed to working with nearport communities on an ongoing basis to identify communitybased projects and investment priorities and to help inform an equitable transition to zero emissions from Maritime Activity and Port Maritime Administration sources. 1 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Table 2. Engagement timeline and milestones for Plan development 2020 Northwest Ports Clean Air Port of Seattle Maritime Climate and Air Timeline Strategy Engagement Milestones Action Plan Engagement Milestones Engagement kickoff; collected Summer feedback on vision, targets, and 2019 objectives Reviewed draft conditions for Initiated internal discussions with Port success, objectives, and port business units to review draft 2020 Strategy Spring 2020 authority actions in three virtual objectives and brainstorm actions to workshops focused on each sector implement the 2020 Strategy vision and of maritime activity objectives at Port of Seattle Shared a matrix of proposed Port Sought feedback on the full draft implementation actions in 2020 Strategy Fall 2020 2020 Strategy and proposed port engagement forum that became the basis for specific implementation actions the Plan Sections 3 and 4 NWSA Managing Members unanimously adopted the 2020 Full draft of the Plan posted online for public Strategy in April 2021 feedback Spring 2021 Port of Seattle, NWSA, and Port of Extended the Plan development timelines Tacoma convened community through Fall 2021 to allow additional time for briefing webinar to discuss review and public engagement implementation in Seattle and Tacoma Partnered with NWSA and Port of Tacoma to convene a series of engagement opportunities on the Northwest Ports Clean Air Strategy implementation plans, including: Summer Community webinar 2021 Neighborhood association presentations Online survey, collected 139 responses Interactive, virtual workshops Reportout webinar to share survey results, Fall 2021 response to comments, and final plans12 12 Survey results and response to comments from Plan engagement will be posted on the Port's website once complete. 1 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SECTION 2 | THE PORT'S MARITIME EMISSIONS Where Do Portrelated Air Pollutant and GHG Emissions Come From? As hubs of transportation activity, ports move people and goods using vehicles, vessels, equipment, buildings, and facilities that are mostly powered by fossil fuels. These energyintensive operations contribute to air pollutant and GHG emissions in the region. Diesel exhaust is a leading source of toxic air pollution in the region, and most vessels, locomotives, and trucks serving ports use diesel engines. For these reasons, DPM is used as the key indicator of maritimerelated air pollution in this Plan. The Port's lines of business include the cruise, grain, commercial fishing, recreational boating, and other maritime industries, which are the focus of this Plan. In addition, the Port also operates SEA Airport and is a partner in the NWSA which operates container cargo terminals in Elliott Bay. Emissions from SEA Airport and NWSA are not covered by this Plan, and the discussion below explains the relationship between these entities and their emissions. Port of Seattle maritime emissions in context with SEA Airport emissions Looking at the Port's total emissions profile, emissions are broken into those associated with Maritime and Aviation branches of the Port. The Port's maritimerelated emissions (the focus of this Plan) are about 10 percent of the Port's total emissions. SEA Airport emissions are addressed separately in the Sustainable Airport Master Plan.13 Figure 2. Recent Portwide GHG emissions: Port of Seattle Maritime and SEA Airport Scope 1 & 2 Scope 3 25 900 800 20 700 Metric Tons CO 2 (thousands) Metric Tons CO 2 600 15 (thousands) 500 400 10 300 5 200 100 0 SEA Airport Maritime SEA Airport Maritime The Port's maritime emissions (covered by this Plan) represent 11 percent of Scopes 1 and 2 emissions and 10 percent of Scope 3 emissions. The remaining emissions come from SEA Airport sources, which are not addressed in this Plan. Note that scope 1 and 2 emissions are for 2019. Scope 3 emissions shown are the latest available: 2018 (airport) and 2016 (maritime). 13 Port of Seattle, Sustainable Airport Master Plan (SAMP). 1 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Port of Seattle maritime emissions in context with NWSA North Harbor emissions The Port is a partner in The NWSA, a separate port development authority that manages the container cargo terminals in Elliott Bay (referred to as the NWSA North Harbor). Although the two ports have aligned goals through the 2020 Strategy and collaborate regularly, each port operates as a separate organization and plans and budgets for emission reduction efforts separately. NWSA developed its own implementation plan to address climate and air emissions from container cargo terminals in the North Harbor. NWSA North Harbor emission sources include container ships, harbor vessels, cargohandling equipment used on container terminals, container trucks, and locomotives. Looking at both the Port and NWSA North Harbor gives a more complete picture of maritime emissions from Seattlebased ports. GHG emissions from oceangoing vessels (OGV) and container trucks account for most of the maritime related GHG emissions generated by the two seaports. NWSA operations contribute about twothirds of Seattlebased maritime GHG emissions from OGV and harbor vessels, most of the emissions from rail and cargohandling equipment, and all emissions from trucks. Absolute GHG gas emissions from the Port and NWSA North Harbor combined declined 27 percent from 2005 to 2016. Total vessel movements for the Port and NWSA's North Harbor declined 28 percent over the same period.14 Figure 3. Total GHG emissions from Port Maritime and NWSA North Harbor sources 2005 2016 800 2500 700 2000 Metric Tons CO 2 600 (thousands) 500 1500 400 300 1000 200 500 100 Vessel Movements 0 0 2005 2011 2016 Emissions Inventory Year Port of Seattle NWSA North Harbor Total vessel movements Port of Seattle maritime emissions account for about 25 percent of the two seaports' GHG emissions. The 2016 decline in GHG emissions mirrored a decline in total vessel movements, along with efficiency improvements that reduced fuel use. 14 The number of vessel movements is used as an indicator of activity moving through the ports to capture activity from both marine cargo and cruise. Total vessel movements include individual vessel arrivals, shifts between berths or anchorages, and departures within Puget Sound. 1 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 DPM emissions can travel long distances, but concentrations are highest closest to the source; therefore, emissions occurring on or near port terminals are the most critical to protect the health of nearport communities. Local emissions were approximated by including OGV hoteling/maneuvering (near or at berth) and regional emissions of locomotives and container trucks; estimates of nearport emissions from these sources is not available. The two largest maritimerelated sources of local DPM emissions are trucks and OGV. Between 2005 and 2016, absolute emissions of local DPM in Seattle from the Port and NWSA North Harbor activities combined have declined 68 percent. This reflects a lower level of vessel movements in 2016 as well as widespread adoption of lowersulfur fuels by oceangoing vessels, vehicles, and equipment over this period. Since then, the NWSA's Clean Truck Program has required container trucks to have newer engines that reduce DPM emissions by over 70 percent. The impact of this and other more recent emission reduction initiatives will not be measured until the release of the next inventory (anticipated for the year 2021). Figure 4. Local DPM emissions from Port Maritime and NWSA North Harbor sources 2005 2016 1,200 2500 Metric Tons DPM 1,000 2000 800 1500 600 1000 400 200 500 Vessel Movements 0 2005 2011 2016 Emissions Inventory Year Port of Seattle NWSA North Harbor Total vessel movements Local emissions were approximated by including OGV hoteling/maneuvering (near or at berth) and regional emissions of locomotives and container trucks. (Estimates of neighborhoodscale emissions from these sources is not available.) In 2016, DPM emissions declined significantly due to a lower number of vessel movements, as well as use of cleaner fuels. How are the Port's Maritime GHG and DPM Emissions Characterized? The Port owns and operates some sources of GHG emissions, like fuel used in its fleet vehicles or energy used in its buildings, but does not own or directly control the ships, harbor craft, and rail locomotives that operate on Port properties and move people and cargo through the port. These sources account for most of the emissions in the Port's sphere of influence. To characterize varying levels of control over emissions sources, GHG reporting protocols define three types of GHG emissions, referred to as "scopes."15 The Port has set targets to reduce emissions within each scope and uses the scope designations to track progress. 15 Greenhouse Gas Protocol, Corporate Accounting and Reporting Standard. 1 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Scope 1 GHG emissions are direct emissions from sources that are owned or controlled by the Port (such as fuel consumption by the Port's vehicle fleet). Scope 2 GHG emissions are indirect emissions from sources that are controlled by the Port (such as electricity purchased by the Port). Scope 3 GHG emissions are from sources not owned or directly controlled by the Port (such as emissions from tenant energy use, and fuel consumption by cruise and grain ships). This Plan addresses all three scopes, but sorts emissions into two main categories which overlay the scope designations: Port Maritime Administration and Maritime Activity. This framework better reflects the Port's level of control for each emission source and provides a more logical alignment with how the Port structures emission reduction projects and programs. For example, some strategies to reduce building energy use apply to both Portmanaged and tenantmanaged spaces, even though they fall into different GHG emission scopes. Table 3. Port Maritime emission sectors by level of control (GHG scope) Percent of Percent of Percent of Category/Sector Scopes 1 and 2 Scope 3 Total Emissions emissions emissions (2019) Port Maritime Administration Building and Campus Energy assigned to Port 53% 2% Building and Campus Energy assigned to 18% 1% 1% Tenant Fleet Vehicles and Equipment 29% 1% Employee Commuting 2% 2% Solid Waste <1% Maritime Activity Oceangoing Vessels 77% 74% Harbor Vessels 14% 14% Cargohandling Equipment <1% <1% Trucks <1% <1% Rail 6% 6% 1 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Port Maritime Administration sectors produce Scopes 1, 2, and 3 GHG emissions The Plan Focuses on These Port Maritime Port Maritime Administration sources stem from the Port's maritime and economic development operations, Administration Sectors: and include Portowned buildings and campuses, Port Building and Campus Energy owned fleet vehicles and equipment, employee Fleet Vehicles and commuting, solid waste management, and staff business Equipment travel (business air travel has been rendered carbon Employee Commuting* neutral since 2016 through purchase of carbon offsets.) Solid Waste* Port Maritime Administration sources made up 6 percent Habitat Restoration and of the Port's total maritimerelated GHG emissions in Carbon Sequestration* 2019. Port Maritime Administration sectors produce a mix of Scopes 1, 2, and 3 emissions but the Port has direct *These sectors are outside the scope of the 2020 Strategy but are relevant to control or can influence these operations. the Port's specific operations. While the sectors named above emit GHGs, the Port's habitat restoration efforts may have the opposite effect by "sequestering" (capturing) carbon in vegetation, soil, sediments, and water. The Port does not currently quantify carbon sequestration of restored habitat and has not included carbon sequestration in the Plan's emission forecasts. However, carbon capture benefits may be quantifiable in the future and could contribute to the Port's netzero carbon goals. Habitat restoration is an additional element that supports the Plan's vision. Furthermore, if global emissions continue to rise, carbon capture and storage strategies will continue to grow in importance to stem the effects of climate change. Port Maritime Administration Emissions Sources 1 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Maritime Activity sectors produce Scope 3 GHG emissions and DPM emissions The Plan Focuses on These Maritime Activity Sectors: Maritime Activity sources include ships (referred to as oceangoing vessel or OGV), harbor vessels (tugs, Waterside sectors: commercial fishing vessels, recreational vessels), o Oceangoing Vessels locomotives, trucks (including cruiserelated buses o Harbor Vessels and trucks supporting cruise and commercial fishing Landside sectors: supply chain16), and cargohandling equipment. These o Cargohandling Equipment vessels, vehicles, and equipment are not Portowned, o Trucks* but operate on and around Port properties, including o Rail cruise terminals, grain terminal, marinas, and *Noncontainer trucks, buses, and fishing industrial properties. related trucks. Because the Port has some influence, but not direct operational control, over Maritime Activity sectors, the associated GHG emissions are classified as Scope 3. The GHG from these activities combined made up 94 percent of the Port's maritimerelated GHG emissions in 2019. Maritime Activity Emissions Sources 16 Truck sector emissions estimated for the Port in previous emissions inventories have included only emissions from buses that serve the cruise terminal. The Port aims to evaluate additional truck sources in future tracking and climate initiatives, such as medium and heavyduty trucks supporting the cruise and fishing industries but does not currently have data on how much these trucks contribute to emissions. 1 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 OGV contributed the largest share of air pollutant and GHG emissions compared to other Maritime Activity sectors. DPM emissions data from Port Maritime Administration sources is limited. The Puget Sound Maritime Air Emissions Inventory (discussed in the next section) estimates DPM for heavyduty fleet equipment owned by the Port every five years. The Portowned fleet vehicles emitted less than 0.1 metric tons (MT) per year of DPM as of the 2016 Inventory. No estimates are available for employee commute trips, solid waste, or natural gas. DPM emissions from all Maritime Activity sectors totaled about 9 MT per year in the 2016 Inventory from local sources, and 24 MT per year if including oceangoing vessels in transit. Local sources exclude oceangoing vessels in transit to focus on sources of DPM that are closer to local communities, as DPM emissions from oceangoing vessels in transit are measured for vessel journeys across the airshed. See Appendix B for more details on air emissions from these sources. Figure 5. 2019 profile of Port Maritime GHG emissions Total Maritime Emissions Maritime (78,775 Metric tons CO2) Administration Emissions (4,544 Metric tons CO2) Natural gas, Electricity, 842 1,362 74% Vehicles and equipment, 6% 888 6% Solid waste, 198 14% Employee commuting, 1,254 Oceangoing vessels Port Administration Locomotives Harbor vessels Cargohandling equipment < 0.5% Port Maritime Administration sources make up less than 6 percent of total emissions and Maritime Activity comprises 94 percent of total emissions. Totals are net emissions and do not include emissions for business air travel, as the Port purchases offsets for all business air travel. 2 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 6. 2016 profile of Maritime Activity local DPM emissions (not including OGVs in transit) 10 9 8 Metric Tons DPM 7 Cargohandling equipment 6 Recreational vessels 5 Locomotives 4 3 Harbor vessels 2 Oceangoing vessels 1 (maneuvering + hoteling) 0 In 2016, local DPM emissions from oceangoing vessels (maneuvering and hoteling) accounts for 19 percent of the total Port Maritime DPM. Oceangoing vessel DPM emissions for transiting account for 67 percent of the total but are excluded from this graphic to highlight sources that impact local communities. How Does the Port Measure Emissions? The Port measures emissions from Port Maritime Administration and Maritime Activity sectors through two separate emission inventory processes: annual GHG emissions inventories of Port Maritime Administration sources, and a broader inventory of air pollutant and GHG emissions from Maritime Activity sources that occurs on a fiveyear cycle. Each inventory provides critical data needed to understand the largest sources of emissions and where to focus emission reduction strategies. Port Maritime Administration sources are inventoried annually for GHG emissions The Port conducts inventories each year to estimate GHG emissions from Port Maritime Administration sources. GHG inventories were developed for milestone years for the Port's Century Agenda: 2005 and 2007 (baseline years per the Port's GHG reduction targets), 2011 (the year the Century Agenda was adopted), and annually starting in 2015. Emissions are reported in MT of CO2 per year. 17 The results are used to track progress toward meeting GHG reduction targets and help set priorities for GHG emission reduction initiatives. The Port's GHG inventory methodology does not estimate air pollutant emissions from Port Maritime Administration sources; however, in some cases the Plan's climate strategies will reduce air pollutant emissions as well as GHG emissions related to these sources. 17 Some emissions modeling gives results in CO 2 equivalents (CO2e) which include other GHGs such as methane and nitrous oxide emissions weighted by their global warming potential. Because the Port uses CO2 as the indicator for GHG emissions, and CO2 accounts for over 99% of CO2e from maritime sources, the Port uses CO2e values as surrogates for CO2 values. 2 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Maritime Activity sources are inventoried every five years for GHG and air pollutant emissions The Port collaborates with other ports, agencies, and organizations to conduct a voluntary, regional inventory of maritimerelated emissions called the Puget Sound Maritime Air Emissions Inventory (Inventory). The Inventory is completed every five years, starting with the baseline in 2005, with followup inventories covering 2011 and 2016.18 The next Puget Soundwide inventory is anticipated to cover the year 2021. The Inventory focuses on pollutants from Maritime Activity throughout the Puget Sound airshed an area encompassing the waters of the Straits of Juan de Fuca and Puget Sound and the land between the Olympic and Cascade mountain ranges. Results are broken down by port and by source. The Inventory estimates the emission of GHG, DPM and other particulates, sulfur dioxide, and other air pollutants in U.S. (short) tons per year. The results provide critical data that informs the Port's and the region's environmental programs and policy decisions. More detail on the Port's emission inventories, including methodology and data gaps, can be found in Appendix B. How Have the Port's Maritime Emissions Changed over Time? GHG emissions decreased in 2020 due to the COVID19 pandemic The Port's 2020 GHG Inventory of Port Maritime Administration sources showed that GHG emissions declined sharply in 2020 from 2019 levels, reflecting the immediate impacts of the COVID19 pandemic on the Port's businesses and internal operations. Employee commuting emissions dropped significantly, because nonessential employees worked from home from March 2020 through the end of the year. Fewer employees working onsite decreased building energy use, fleet vehicle use, and waste generation. Energy use at the cruise terminals and conference center declined due to the cancellation of the 2020 cruise season and onsite events. It is likely that the pandemic also reduced emissions from Port Activity sources; however, those impacts have not been quantified, as they are only inventoried every 5 years. While the Port can harness some lessons learned from its pandemic response, such as expanded use of telework and virtual meetings, the lower emission levels observed in 2020 are an anomaly. Emission 18 Starcrest Consulting Group, LLC, 2018. Puget Sound Maritime Air Emissions Inventory, Revised October 2018. 2 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 levels in 2019, prior to the COVID19 pandemic, are more representative of typical operations and activity levels. For this reason, the 2020 results were not included in the analysis of historical trends or forecasts of future GHG emissions. Port Maritime Administration GHG emissions are trending upward GHG emissions from all Port Maritime Administration sources combined were 9 percent higher in 2019 than in 2005. With that trend, emissions are not on a trajectory to meet the Port's 2030 emission target, despite the many steps the Port has taken to conserve energy, decarbonize fuels, and maximize use of renewable energy. Energy conservation efforts include improvements in lighting, building insulation, and heating, ventilation, and air conditioning (HVAC) systems. Fuel decarbonization projects include early adoption of biodieselblended fuel for port vehicles and equipment; and, more recently, using renewable diesel in fleet vehicles starting in late 2019. The Port is also using renewable electricity via solar panels installed on several buildings and has purchased carbon offsets for GHG emissions from business air travel since 2016. Four factors are driving recent increases in GHG emissions from Port Maritime Administration sectors: Increased emissions from employee commuting: Employee commuting emissions have increased as the Port's workforce has grown over the years. Most employees get to work by driving alone. Increased use of natural gas in buildings: Natural gas consumption has increased significantly over the past five years. Some variability in annual emissions is expected as conditions change, such as weatherrelated heating and cooling needs and tenant occupancy rates. Tenant occupied spaces use the most natural gas, and often multiple tenants are served by the same gas meter. The lack of individual meters makes it difficult to pinpoint consumption patterns and introduce solutions, so key strategies include improving metering and conducting energy audits. Increased gasoline consumption in fleet vehicles: Gasoline consumption was 25 percent higher in 2019 compared to 2005. The increase was due to staffing growth in the trades, continued use of older, less efficient vehicles in the fleet, and past purchasing practices that favored gasoline vehicles over diesel vehicles. The Port has reduced emissions from diesel over the same period through use of blended biodiesel and renewable diesel but does not currently buy a renewable blended option for gasoline. Fluctuations in electricity emission factors from yeartoyear variation in Seattle City Light's energy mix: GHG emission factors for electricity provided by Seattle City Light have fluctuated over time, reflecting annual changes in the utility's energy portfolio. While Seattle City Light typically gets more than 90 percent of its electricity from hydropower, variations in power demand, weather, and events like droughts or major wildfires can impact the amount of fossil energy sources needed to supplement the cleaner hydropower. This influences the GHG calculation from electricity. In 2011, for example, electricity usage was on par with other years, but the corresponding emission factor was about 60 percent lower, substantially reducing 2011 GHG emissions. 2 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 7. Annual GHG emissions from Port Maritime Administration sources 2005 2019 5,000 4,500 Metric Tons CO 2 4,000 3,500 3,000 2,500 2005 2007 2011 2015 2016 2017 2018 2019 Emissions Inventory Year Emissions were inventoried for the Port's Century Agenda milestone years: 2005, 2007, and 2011, and annually since 2015. Note: the scale along the vertical axis has been narrowed to highlight small changes in recent years. Maritime Activity emissions were lower for all air pollutants and GHG in 2016 compared to 2005. DPM emissions from Maritime Activity sectors dropped by 82 percent over this period. Emissions of other air pollutants fell by 25 96 percent, depending on pollutant, and GHG emissions were 20 percent lower in 2016 compared to 2005. In 2011, emissions were higher than in 2005 or 2016 because total vessel movements and cargo volumetwo indicators of overall activitywere higher that year, and lower sulfur fuel was not yet required for vessels. The steep reductions in DPM and other air pollutants were due to regulatory changes requiring the use of low sulfur fuel and more advanced pollution controls on newer vessels, vehicles, and equipment that went into effect over this period. Voluntary investments by the Port, maritime industry, and government agencies in cleaner equipment and fuels, as well as improved operational efficiency, also played a role in reducing emissions. The Port provided financial incentives to promote early adoption of cleaner fuels by oceangoing vessels calling at the Port from 2008 2015, for example. Regulatory changes requiring low sulfur fuel and advanced pollution controls on dieselpowered engines target conventional air pollutants but have minimal effect on GHG emissions. GHG emissions declined due to lower cargo throughput, improved vessel efficiency, and broad adoption of cleaner and electric cargohandling equipment on the cruise terminals. 2 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 8. Annual GHG and DPM emissions from Maritime Activity sources 2005 2016 120 30 100 25 80 20 Metric Tons CO 2 (thousands) 60 15 40 Metric Tons DPM 10 20 5 2005 2011 2016 2005 2011 2016 Emissions Inventory Year Emissions Inventory Year OGV transit OGV hotel/maneuver OGV hotel/maneuver Locomotives Harbor vessels Harbor vessels Locomotives Cargohandling equipment Cargohandling equipment Emissions were inventoried in the Puget Sound Maritime Air Emissions Inventories for years 2005, 2011, and 2016. How Will the Port's Maritime Emissions Change in the Future? Seaportrelated trade is projected to grow in the coming decades. To account for growth, the Plan's emissions forecast incorporates estimated annual COVID19 Impacts Are Not growth as well as the emission reduction potential of Included in These Forecasts air and climate action strategies in 2030. These forecasts do not incorporate Businessasusual forecast the results of the Port's 2020 Maritime GHG Inventory, which are To estimate future emissions, a businessasusual or considered atypical due to pandemic "no action" scenario was used to forecast emissions to impacts, or include future impacts of 2030. This scenario includes projected business growth the COVID19 pandemic or recovery. and assumes that the Port will continue operations without implementing any additional emission Projections will be reassessed and reduction strategies. adjusted as the longterm impacts of the pandemic are better understood. For Port Maritime Administration sources, an annual growth rate was developed for each sector using historic emission trends from 2005 2019 GHG inventory data, yielding annual growth rates ranging from 1 2 percent. For Maritime Activity sources, 2 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 a composite annual growth rate of 1.9 percent was developed based on industry forecasts for the cruise, grain, commercial fishing, and recreational boating sectors. The analysis makes a conservative assumption that GHG emissions will increase proportionate to the rate of business growth. Based on these projections, businessasusual emissions will grow by 23 percent between 2019 and 2030. As additional years' data is collected and market projections change, the forecasts can be adjusted. Figure 9. Annual GHG emissions from Port Maritime Administration projected to 2030 6,000 5,000 Metric Tons CO 2 4,0003,000 2020 emissions 2,000 2030 Goal 50% reduction from baseline 1,000 0 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Year Emissions Natural gas reduction Electricity reduction Fleet vehicles and equipment reduction Employee commuting reduction Solid waste reduction Annual emissions from Port Maritime Administration will continue increasing through 2030 under a businessas usual scenario that includes projected growth and assumes that no further emission reduction actions are taken. The strategies identified in this Plan can reduce Port Maritime Administration emissions by 50 percent to meet the Port's 2030 GHG reduction target. Emission data from the 2020 inventory was not used in the analysis. Action scenario forecast In contrast, an "action" scenario was developed to forecast emissions if the strategies identified in the Plan are implemented. Expected emission reductions were subtracted from the businessasusual totals to show the effectiveness of strategy adoption in 2030. For Port Maritime Administration sectors, the Plan includes estimated potential emission reductions on a strategybystrategy basis. The potential reduction in emissions was calculated using Portspecific knowledge and data, as well as publicly available literature. The analysis included factors such as activity 2 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 levels, energy usage, and timing of strategy implementation. When a strategy required substituting one energy source for another, the estimate reflects the net decrease in emissions. Figure 10. Annual GHG emissions from Maritime Activity projected to 2050 160 140 120 100 Metric tons CO 2 (thousands) 8060 40 2030 Goal 50% reduction from baseline 20 0 Year OGV shore power reduction OGV IMO 50% reduction vision OGV IMO 30% ship efficiency increase Transition to zeroemission OGVs and harbor vessels reduction Transition to zeroemission rail trucks and CHE reduction Emissions Annual emissions from Maritime Activity will continue increasing through 2050 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. The strategies identified in this Plan can reduce Maritime Activity emissions by approximately half. Transition to zeroemission maritime activity represents reductions from strategies in this plan that are not quantified, and new/innovative technologies that will be required to meet the 2050 Northwest Ports Clean Air Strategy vision. For Maritime Activity sectors, the Plan includes potential emission reductions in the oceangoing vessel sector from planned shore power capability at the Port's cruise terminals, based on Portspecific knowledge and data, as well as publicly available literature. In addition, the action scenario includes the 30 percent vessel efficiency improvements regulatory mandate and a 50 percent overall reduction goal in shipping emissions (inclussive of the efficency improvements) by the International Maritime Organization (IMO). However, for other Maritime Activity strategies, the analysis assumed a theoretical straightline reduction to zero emissions by 2050 that is needed to meet the goal set in the 2020 Strategy. Pathways and timeframes to phase out fossil fuels from other vessels, vehicles, and equipment that are not under Port control have not yet been determined. 2 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 11. Annual DPM emissions from Maritime Activity projected to 2050 Annual DPM emissions from Maritime Activity will continue increasing through 2050 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. The strategies identified in this Plan can reduce Maritime Activity DPM emissions by approximately half. Transition to zeroemission maritime activity represents reductions from strategies in this plan that are not quantified, and new/innovative technologies that will be required to meet the 2050 Northwest Ports Clean Air Strategy vision. How Will the Port Reduce Emissions? The Plan identifies a set of ambitious, timely strategies and actions to be taken by 2030 for both Port Maritime Administration and Maritime Activity sectors to decrease GHG and air pollutant emssions. These represent one path to achieve the 2030 goal of 50 percent GHG reduction and will be refined as more information becomes available, and to keep on track for the 2020 Strategy vision. Strategies and actions to reduce emissions are detailed in Section 3 of the Plan for Port Maritime Administration sources, and in Section 4 for Maritime Activity sectors. 2 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SECTION 3 | STRATEGIES TO REDUCE IMPACTS: PORT MARITIME ADMINISTRATION Port Maritime Administration Sectors Can Meet the 2030 GHG Reduction Target by Implementing 24 Strategies The Port has control and/or can guide emissions reductions from Port Maritime Administration sources, especially from GHG Scopes 1 and 2 (building and campus energy, fleet vehicles and equipment). It can guide and influence Scope 3 sources (employee commuting and solid waste). The action scenario identifies 23 strategies across five sectors that collectively can reduce Port Maritime Administration emissions by 2030 to half of their 2005 levels. Because Seattle's electricity comes mainly from hydropower and will be fully renewable by 2045, the strategies lean heavily toward electrifying vehicles, equipment, and building systems, and moving away from fossil fuels and fossil natural gas.19 In addition to electrification, strategies focus on maximizing use of renewable fuels in vehicles and renewable energy, including solar power which provides zero emission power and reduces loads on the utility grid. Efficiency gains achieved through building retrofits, upgrades to building system controls, and replacing existing lighting with light emitting diode (LED) technology, among others, can further reduce emissions. First steps toward deeper decarbonization must begin immediately since technologies to achieve net zero energy buildings and zeroemission lightduty vehicles are rapidly becoming more available and affordable. 19 The Washington State Clean Energy Transformation Act (E2SSB 5116, 2019) commits Washington state to provide an electricity supply free of GHG emissions by 2045. 2 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 How to Read the Sector Strategies That Follow 3 0 | P a g e BUILDING & CAMPUS ENERGY Strategies BC1 Eliminate fossil natural gas use BC2 Implement energy audit conservation measures BC3 Install energy efficient lighting and controls BC4 Reduce plug loads and upgrade building controls BC5 Maximize use of renewable energy BC6 Energy data management and planning BC7 Apply high performance lease terms BC8 Strengthen energy conservation communication and education Emissions: Scopes 1, 2, and 3 3% of Port Maritime GHG 2019 emissions 8080 Buildings across 10 major campuses occupied by tenants and Port Properties include marine terminals, commercial and recreational marinas, conference centers, offices, industrial facilities, warehouses, shops, restaurants, parking structures and public access parks. All campuses use electricity, and about half use natural gas. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 BUILDING & CAMPUS ENERGY Context The Port has ten major Maritime campuses that include grain and cruise marine terminals, marinas, conference centers, offices, industrial facilities, warehouses, retail shops, restaurants, parking structures, and parks. All campuses use electricity, and seven use natural gas. As a "landlord port," the Port holds a wide variety of lease types, some of which have long terms and limited opportunities for renewal or amendments. The Port owns and occupies land and buildings, and leases land and buildings to tenants. Portmanaged properties are either occupied by Port staff and operations or may be leased directly to tenants but remain primarily under Port management. Port managed properties allow the Port more control over implementing energy conservation measures. Tenantmanaged properties include buildings or land leased by tenants from the Port or where the lease terms or agreements limit the Port's control and ability to implement energy conservation measures. In some cases, buildings are owned by tenants through ground leases and the Port may have no control over the building or operations whatsoever. In addition to variation in control over property management, the Port also has a wide variety of utility meters and submeters throughout its buildings and facilities and complex relationships around how energy use and costs are distributed between the Port and its tenants. In some cases, direct energy use by tenants is not available or unknown and is therefore attributed to the Port, per GHG inventory protocol. This represents a gap in data accuracy in how emissions are allocated between scopes in the Port's annual inventories. Natural gas used in Portowned buildings, and not metered and sold separately to tenants, is classified as a Scope 1 source. Purchased electricity used in Portowned buildings, and not metered and sold separately to tenants, is classified as Scope 2. Natural gas and electricity purchased and metered directly to tenants for their use is classified as Scope 3. Emissions from energy usage have varied from year to year but are not decreasing despite energy efficiency projects completed over this period. The upward trend is due to higher energy demand, especially for natural gas. GHG emissions have also fluctuated and are heavily influenced by the emission factor for electricity which changes annually based on Seattle City Light's portfolio mix. About 5 percent of the increase comes from refinements to GHG inventory data in recent years. Emissions from building and campus energy must be curtailed to help meet the Port's GHG goals, particularly its reduction targets for Scope 1 and Scope 2 emissions. B UILDING & C AMPUS E NERGY 31 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 State and Local Energy Conservation Programs Applicable to the Port Recognizing that buildings are a large and rapidly growing source of climate pollution, both Washington State and the City of Seattle have enacted regulations to promote energy efficiency in existing buildings as a quick, costeffective way to cut GHG emissions. Washington State Commercial Clean Building Performance Standard (WAC 19450) Effective in 2020, developed energy use intensity targets for existing large commercial buildings (over 50,000 square feet), which will be updated over time to continually reduce GHG emissions from the building sector. Covered commercial buildings must comply beginning in 20262028, depending on size. City of Seattle Energy Benchmarking Ordinance (SMC 22.920) Requires owners of nonresidential and multifamily buildings that are 20,000 square feet or larger to track energy performance and report annually to the City of Seattle. Each year the City publishes building energy performance data on the regulated buildings. City of Seattle Building TuneUps Ordinance (SMC 22.930) Requires an assessment of energy and water efficiency for commercial buildings 50,000 square feet or larger every five years. Through tuneups, building owners find operational efficiencies and low and nocost fixes that improve building performance and on average reduce building energy use 1015 percent. Sources: Clean Buildings Performance Standards Washington State Department of Commerce Energy Benchmarking Environment | seattle.gov Building TuneUps Environment | seattle.gov Figure 12. Annual GHG emissions from Building and Campus Energy 3,000 2,500 2,000 Metric Tons CO 2 1,5001,000 500 2005 2007 2011 2015 2016 2017 2018 2019 Emissions Inventory Year Emissions have trended upward in recent years. B UILDING & C AMPUS E NERGY 3 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Strategies to 2030 Figure 13. GHG reduction potential of Building and Campus Energy strategies to 2030 3,000 2,500 2,000 Metric Tons CO 2 1,500 2020 emissions 1,000 2030 Goal 50% reduction from baseline 500 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Year Remaining emissions Eliminate fossil natural gas Implement energy audits Install energy efficent lighting Reduce plug loads and upgrade controls Maximize renewable energy The strategies identified for this sector can reduce emissions from Building and Campus Energy by 50 percent from baseline, meeting the 2030 GHG reduction target. Emission data from the 2020 inventory was not used in the analysis. B UILDING & C AMPUS E NERGY 3 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 BC1 Eliminate fossil natural gas use. HVAC MT CO2 Reduced Annually by 2030 systems are typically a building's largest source of energy use. HVAC and other natural gas systems like domestic hot water (DHW) heaters that reach the Approximately end of their useful life can be replaced with higher 1,400 MT CO2 per year efficiency electric systems. Alternatively, use of by maximizing use of high efficiency renewable natural gas and other mechanisms can be systems and renewable energy used as transition strategies to reduce GHG emissions. By 2025 Complete inventory of Port fossil natural gas systems Immediately discontinue installation of fossil natural gas systems for new construction and retrofits Complete asset planning for all Portmanaged fossil natural gas system endoflife replacements and upgrades Pursue electrification of Portmanaged HVAC and DHW systems when cost and performance effective Install the highest efficiency electric or renewable energypowered HVAC and DHW n s heating systems feasible in all retrofits and new construction io Launch HVAC and DHW system replacement/upgrade program that supports tenants in implementing strategies that eliminate fossil natural gas emissions at tenant managed A c t properties Evaluate alternative fuel sources such as renewable natural gas, and other pathways to eliminate fossil natural gas emissions By 2030 Complete the elimination of fossil natural gas in Portmanaged properties Replace the fossil natural gas HVAC system at Pier 66, the Port's largest single user of natural gas across maritime campuses, with a highefficiency, electric central plant Develop longterm plan to eliminate fossil natural gas at all Port properties by 2040 B UILDING & C AMPUS E NERGY 3 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 BC2 Implement energy audit conservation MT CO2 Reduced Annually by 2030 measures. Energy audits identify opportunities for a building or campus to reduce energy use. The Port will conduct Building Tuneup audits as required by City of Seattle code and make required operational and maintenance improvements. Additionally, the Port will Approximately take a campuswide approach to energy auditing and, 380 MT CO2 per year when possible, complete voluntary audits on buildings by implementing energy audit that do not require Tuneups. The Port will also track conservation measures building energy use intensity and comply with City of Seattle energy benchmarking requirements as well as the Washington State Commercial Clean Building Standard. By 2025 Implement energy audit conservation measures per the City of Seattle's Building TuneUps ordinance for buildings >50,000 square feet (sqft) Identify priority energy audit and commissioning opportunities for buildings <50,000 sqft ion s Begin prioritized energy audits and commissioning for buildings <50,000 sqft By 2030 A c t Implement remaining energy audits and commissioning for buildings <50,000 sqft Implement a 5year cycle, sustainabilityfocused program for continuous recommissioning Comply with Washington State Commercial Clean Energy Standard for affected buildings BC3 Install energy efficient lighting and MT CO2 Reduced Annually by 2030 controls. Lighting makes up a significant portion of the Port's overall energy load. Accelerating installation Approximately of high efficiency LED lamps and advanced lighting controls will conserve energy, reduce GHG emissions, 200 MT CO2 per year utility costs, and maintenance. This strategy covers through installation of high efficiency improvements that are independent of wholebuilding lighting and lighting controls energy audits addressed in BC2. By 2025 Complete lighting audits at all Portmanaged buildings and campuses Identify high efficiency performance standards and specifications for lighting components and controls ion s Complete 75 percent of LED lighting retrofits on Portmanaged properties Audit lighting control functions and begin implementing smart lighting controls in Port A c t managed properties Launch a sustainable lighting program for Port tenants to support adoption of LED or high efficiency lighting and controls on tenantmanaged properties B UILDING & C AMPUS E NERGY 3 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 By 2030 Complete 100 percent of LED lighting retrofits at all Portmanaged and tenantmanaged properties, leveraging the tenant sustainable lighting program Complete implementation of smart lighting controls at Portmanaged properties BC4 Reduce plug loads and upgrade building MT CO2 Reduced Annually by 2030 controls. DHW systems, lighting, HVAC systems, and plug loads (energy used by equipment plugged into outlets) are key elements of a building's overall power Approximately consumption. Audits and site assessments will identify 70 MT CO2 per year opportunities to adjust control settings, upgrade or by reducing plug loads and maximizing add controls, and reduce plug loads which will system controls improve efficiency and reduce overall energy consumption. By 2025 Audit select control systems and building equipment operational settings (focus on HVAC and DHW) in Portmanaged buildings Evaluate and implement advanced controls upgrades and inclusion of variable speed motors, as feasible, when building systems are replaced, upgraded, or modified Evaluate plug load reduction opportunities in Portmanaged buildings including equipment n s purchasing protocols, operational settings, and employee and tenant behavioral guidelines io Implement plug load reduction opportunities in Portmanaged buildings A c t Launch a voluntary plug load and controls efficiency program for tenants By 2030 Continue implementing advanced controls upgrades in Portmanaged buildings Continue implementing plug load reduction practices in Portmanaged properties Evaluate opportunities to centralize building and campus system controls to streamline operations and maximize efficiency B UILDING & C AMPUS E NERGY 3 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 BC5 Maximize use of renewable energy. MT CO2 Reduced Annually by 2030 Renewable energy sources include wind, solar, geothermal, biomass, biofuels, renewable natural gas, renewable hydrogen, and wave, ocean, or tidal power. Approximately The Port will evaluate options to increase the use of 40 MT CO2 per year renewable energy on a buildingbybuilding basis and by maximizing renewable energy use largescale renewable energy projects or through renewable power purchase agreements. By 2025 Identify opportunities for new solar and other types of renewable energy generation both on and offsite, prioritizing Portmanaged properties Provide realtime solar energy monitoring and reporting for all Portowned solar arrays Expand solar energy generation across Portmanaged and leased properties, where feasible Evaluate a largescale renewable energy and storage pilot project at a Portmanaged or tenantmanaged property ion s Evaluate Power Purchase Agreements, offsite largescale renewable opportunities, and A c t utility renewable energy programs to minimize and eventually eliminate GHG from campus energy use By 2030 Transition to 100 percent use of clean electricity and renewable energy in Port owned/leased facilities Implement a largescale renewable energy and storage pilot project at a Port or tenant facility to maximize energy efficiency and increase resilience Success Story: Solar Array Installation The Port installed solar panels on a net shed at Fishermen's Terminal in 2017, rendering it a "net zero" energy building. In 2019, the Port installed a solar array on Pier 69, the Port headquarters building, that generates about 120,000 kilowatthours (kWh) of electricity annually and saves over $10,000 in annual energy costs. Pier 69's solar panels generate enough electricity to power nearly ten average American homes. B UILDING & C AMPUS E NERGY 3 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 BC6 Energy data management and planning. MT CO2 Reduced Annually by 2030 Accurate, readily available data on current and historical building and campus energy and fuel use is critical to make informed, sustainable investments and operational improvements. Effective energy data No direct GHG reduction potential, but management will enable the Port to comply with strategy is critical to support other efforts regulatory requirements, identify opportunities to implement renewable energy and smart technologies, and track and communicate performance over time. By 2025 Complete utility meter and Port submeter inventory at all Port properties Implement energy data and asset management tools to enable Portwide visibility on energy performance and evaluate building and campus energy performance, including metering changes to improve tracking of tenantmanaged energy use Evaluate realtime energy management and reporting opportunities Develop smart meter deployment plan; collaborate with utilities to streamline collection of billing and energy use data ion s Complete smart meter deployment to fill gaps in energy information A c t Develop building and campusspecific master energy plans Evaluate opportunities to incorporate "smart building" technologies and the internet of things (IOT) into data management and planning processes By 2030 Integrate energy data and campus master energy plans into budget and asset management processes Implement building and campusspecific master energy plans at prioritized sites Implement smart building projects at select locations, as feasible BC7 Apply high performance lease terms. MT CO2 Reduced Annually by By incorporating energy efficiency elements into standard 2030 lease terms, the Port will promote energy efficiency updates and programs in tenantmanaged buildings. (This is one No direct GHG reduction potential, element of Maritime Activity strategy XS2 Leverage green but strategy is critical to support other lease terms.) efforts By 2025 Conduct inventory of lease terms relevant to energy efficiency and conservation Evaluate opportunities to improve metering and data collection requirements to improve ion s records of tenant energy use A c t Incorporate high performance lease terms in all new and renewed leases Implement tenant engagement programs to support and encourage energy efficiency and conservation B UILDING & C AMPUS E NERGY 3 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 By 2030 Integrate Port building energy reduction strategies into tenant operations BC8 Strengthen energy conservation MT CO2 Reduced Annually by 2030 communication and education. Frequent reporting on energy usage and energy efficiency projects will raise awareness among Port staff and No direct GHG reduction potential, but tenants. Education can encourage behavior change to strategy is critical to support other efforts support energy efficient operations. By 2025 Establish employeefocused resource conservation program Provide reports and communications on building and campus energy performance for ion s employees, leadership, and public Establish educational materials and engagement opportunities for employees and tenants A c t By 2030 Sustain and improve communications, reporting, and education activities Measure and report on efficacy of employee and tenant engagement Emissions Remaining after 2030 Strategies and actions above propose a path to achieve at least a 50 percent reduction in GHG 100 Percent Clean Electricity emissions from 2005 levels to meet or exceed the in Washington by 2045 Port's 2030 GHG reduction target. Per the The Clean Energy Transformation Act emissions wedge analysis, the Building & Campus (CETA) requires electric utilities in Energy sector will emit approximately 1,000 MT of Washington state to offset carbon GHG in 2030. These remaining emissions will need emissions by 2030 through and to be addressed to achieve the Port's longerterm transition to clean, renewable, and GHG reduction goals through 2050 and the nonemitting sources of electricity by Northwest Ports Clean Air Strategy vision. 2045. Through CETA, emissions from Contributing sources of Building and Campus purchased electricity will reach zero by Energy emissions after 2030 include: 2045. Ahead of 2045, the Port may Remaining fossil natural gas HVAC systems need to consider renewable power and natural gas used for cooking that are purchases or carbon offsets depending not scheduled for replacement or on Seattle City Light's energy mix. decarbonization by 2030 (Scope 1) Remaining electricity use after employing energy efficiency and renewable energy projects anticipated by 2030; electricity purchased from Seattle City Light that is not separately metered and sold to tenants (Scope 2) Electricity and remaining fossil natural gas use that is separately metered and sold to tenants (Scope 3) B UILDING & C AMPUS E NERGY 3 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Performance Metrics Metrics Targets / Objectives Absolute GHG emissions from buildings and lighting 2020 Strategy: Absolute GHG emissions from Percent change in fossil natural gas use relative buildings and lighting to be zero by 2050 to 2005/2007 levels Percent change in electricity use relative to 2005/2007 levels Percent of total energy use (MMBtu) that is renewable energy Port of Seattle Century Agenda: Meet all kWh of renewable energy generated increased energy needs through conservation and renewable sources Annual change in Energy Use Intensity by building type for buildings over 20,000 sqft B UILDING & C AMPUS E NERGY 4 0 | P a g e FLEET VEHICLES & EQUIPMENT Strategies FV1 Use drop-in renewable fuels FV2 Deploy electric vehicle charging across Port waterfront properties FV3 Transition to electric vehicles FV4 Right-size vehicles and fleet FV5 Use technology to gather data and improve efficiency FV6 Educate Port drivers on eco-driving and fleet use practices Emissions: Scope 1 1% of Port Maritime GHG 2019 emissions 400400 Maritime fleet vehicles and equipment assets Roughly two-thirds of the fleet is powered by gasoline, and one-third by diesel. Assets include 30+ hybrid electric vehicles and equipment (e.g., forklifts and carts) powered by electricity or propane. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 FLEET VEHICLES & EQUIPMENT Context The Port's fleet includes cars, vans, trucks, specialized heavyduty equipment, small boats, and cargo handling equipment. Roughly twothirds of the fleet is powered by gasoline, and onethird by diesel. Assets include about 30 hybrid electric vehicles and equipment units (e.g., forklifts and carts) powered by electricity or propane. The fleet's fuel use and associated GHG emissions have not declined since 2005. Fuel use has varied from year to year, generally trending upward since 2015. Growth in gasoline use accounts for most of the increased emissions. The demand for diesel fuel, used in larger trucks and heavy equipment, has not decreased, but diesel emissions per gallon have declined as the Port replaced fossil diesel with biobased blends and renewable diesel. Recognizing the need to address emissions from fleet vehicles, in 2019 the Port developed sustainable fleet recommendations to reduce fleet emissions. Figure 14. Annual GHG emissions from Fleet Vehicles and Equipment 1,200 1,000 800 Metric Tons CO 2 600 400 200 2005 2007 2011 2015 2016 2017 2018 2019 Emissions Inventory Year Emissions have trended upward in recent years. F LEET V EHICLES & E QUIPMENT 4 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Strategies to 2030 Figure 15. 2030 GHG emission reduction potential of Fleet Vehicle and Equipment strategies 1,200 1,000 800 Metric Tons CO 2 600 2020 emissions 400 2030 Goal 50% reduction from baseline 200 0 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Year Remaining emissions Transition to electric vehicles DropIn renewable fuels Rightsize vehicles and fleet Strategies this sector can reduce emissions from Fleet Vehicles and Equipment by 50 percent from baseline, meeting the 2030 GHG reduction target. Emission data from the 2020 inventory was not used in the analysis. F LEET V EHICLES & E QUIPMENT 4 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 FV1 Use dropin renewable fuels. The Port fleet can MT CO2 Reduced Annually by 2030 achieve immediate emission reductions by switching to dropin renewable fuels, which are nonpetroleum based fuels like renewable diesel and renewable gasoline, made from sources such as waste cooking oil, grease, tallow, or other renewable feedstocks. A dropin renewable fuel is lower carbon compared to fossil diesel or gasoline and does not require engine Approximately modifications. Because renewable diesel is more 300 MT CO2 per year readily available than renewable gasoline, the Port will by switching to dropin renewable fuels focus on renewable diesel in the nearterm for diesel vehicles that fuel onsite. Passage of a low carbon fuel standard in Washington will increase the availability of low carbon fuels and drive cost parity between these fuels and conventional fossil fuels. By 2025 Dispense renewable diesel at the Port's fleet fueling stations Expand use of renewable fuels as a fossil fuel replacement, such as renewable gasoline ion s Evaluate employee fuel purchase card use and encourage onsite fueling at Port fueling stations that dispense renewable fuels A c t By 2030 Continue to evaluate and expand use of new, lower carbon renewable fuel sources Success Story: Use Renewable Diesel In 2008, the Port replaced diesel dispensed onsite with lesscarbon intensive biodiesel (B20) and replaced some gasoline powered vehicles with hybrid sedans and SUVs. In December 2019, the Port began piloting the use of renewable diesel (RD99) for onsite diesel fueling. With the same molecular makeup as petroleum diesel, renewable diesel is made from nonpetroleum renewable resources such as agricultural waste products, oils, or fats. Renewable diesel can be used in diesel vehicles and equipment without engine modifications, does not emit new carbon emissions into the atmosphere, and can reduce air pollution. F LEET V EHICLES & E QUIPMENT 4 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 FV2 Deploy electric vehicle (EV) charging across MT CO2 Reduced Annually by 2030 Port waterfront properties. Installing charging stations across Port waterfront properties is a critical step toward reducing air and GHG emissions through the electrification of Port fleet vehicles. A coordinated approach is needed to ensure that charging Critical to other efforts installations are designed to meet fleet operational needs into the future and to accelerate investment in charging infrastructure as a first step to widespread electrification of fleet vehicles. By 2025 Complete installation of Level 2 charging stations at the Marine Maintenance South Yard Develop an EV readiness plan to expand EV charging stations across Port waterfront ion s properties, in coordination with the SWCES and other energy studies Establish an EV infrastructure charging program A c t By 2030 Complete installation of EV charging sites at key locations across Port maritime properties FV3 Transition to electric vehicles. Replacing fossil MT CO2 Reduced Annually by 2030 fuel vehicles with electric vehicles at the end of their useful life can reduce fuel use while providing an emission reduction benefit. Vehicle electrification will focus first on lightduty vehicles where electric models Approximately are available or are anticipated in the next few years. 250 MT CO2 per year Fleet managers will continue to monitor and evaluate by replacing traditional fleet vehicles the development of electric or hybridelectric with electric models technology for trucks, heavy duty vehicles and specialized equipment. By 2025 Begin fleet asset conversions to EVs, prioritizing sedans and sport utility vehicles Pilot use of nonsedan EVs and equipment, including electric lightduty trucks and vans, and electric outboard engines for small workboats Track technology developments in heavyduty EVs and equipment and identify n s opportunities to electrify Portowned diesel equipment (e.g., heavy forklifts) at io Fishermen's Terminal, Maritime Industrial Center, and Terminal 91 A c t By 2030 Replace all fleet sedans and sport utility vehicles with EVs Expand vehicle electrification efforts to include light trucks and vans Pilot heavyduty electric vehicles, as relevant to Port fleet applications F LEET V EHICLES & E QUIPMENT 4 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 FV4 Rightsize vehicles and fleet. The Port's fleet MT CO2 Reduced Annually by 2030 includes some older, underutilized vehicles. Right sizing can be applied by replacing older vehicles with Approximately newer, more fuelefficient models, by eliminating 75 MT CO2 per year underutilized vehicles from the fleet, and by pooling by rightsizing vehicles vehicles to maximize use per asset. By 2025 Assign lifecycle limits to vehicle types and classes and accelerate replacement of pastdue assets Implement asset selector list for fleet managers to standardize and rightsize new vehicle n s purchases io Centralize the Pier 69 vehicle pool to increase utilization ad retire older vehicles A c t Maximize vehicle utilization with expanded pooling of vehicles and equipment, reducing 1:1 vehicle assignment, and optimizing pool size By 2030 Manage fleet within useful life cycle limits and maximize FV5 Use technology to gather data and improve MT CO2 Reduced Annually by 2030 efficiency. Fleet technology, such as telematics and other software, will enable the rightsizing process. Technology will make existing vehicles more efficient by limiting engine idling and providing data on how GHG reduction potential is low, but strategy vehicles operate, including speed, location, and fueling is critical to support other efforts events. Antiidling technology is available for most vehicle types. By 2025 Pilot telematics on a portion of the fleet Implement new fleet management software Expand telematics to all appropriate assets Install antiidling technology on targeted assets with high idle uses n s io Use motor pool software and hardware to manage pools for efficiency A c t Incorporate telematics data into fleet management approaches to optimize utilization and maintenance By 2030 Update fleet data management software and capabilities Leverage data to inform fleet management decisions F LEET V EHICLES & E QUIPMENT 4 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Success Story: Electric Vehicle Charging Stations The Port has installed electric vehicle charging stations at Fishermen's Terminal and Shilshole Bay Marina, and additional stations are planned. The stations give travelers, customers, tenants, and employees the ability to charge their vehicle while visiting portowned locations. FV6 Educate Port drivers on ecodriving and MT CO2 Reduced Annually by 2030 fleet use practices. As new types of vehicles enter the fleet, including electric vehicles, drivers must be trained to operate them safely and sustainably. GHG reduction potential is low, but strategy Telematics data can be used to target specific training is critical to support other efforts needs. Staff will be informed of new rightsizing guidance on motor pool use. By 2025 Incorporate ecodriver training into Port employee training modules, including how to charge and drive electric fleet vehicles Establish outreach program for sustainable driver education Use telematics to target training topics and needs n s Provide departmentspecific driver training focused on specific vehicle types and use cases io Continue employee and public engagement on sustainable fleet issues A c t By 2030 Measure and report on efficacy of ongoing driver training Continue educating port drivers and equipment operators on how to drive and charge electric fleet vehicles Emissions Remaining after 2030 Strategies and actions above propose a path to achieve at least a 50 percent reduction in GHG emissions from 2005 levels to meet or exceed the Port's 2030 GHG reduction target. Per the emissions wedge analysis, the Fleet & Vehicle Equipment sector will emit approximately 400 MT of GHG in 2030. These remaining emissions will need to be addressed to achieve the Port's longerterm GHG reduction goals through 2050. Continuing sources of Fleet & Vehicle Equipment emissions after 2030 include: Fossilbased diesel and gasoline purchased offsite as needed Remaining fossil fuel content of fuels used in medium and heavyduty vehicles and equipment not yet scheduled for replacement20 20 "Fossil fuel content" refers to the fossil portion of renewable diesel or gasoline fuel blends. F LEET V EHICLES & E QUIPMENT 4 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Performance Metrics Metrics Targets / Objectives Percent of lightduty passenger fleet vehicles that are zeroemissions or use renewable fuels 2020 Strategy: 100 percent of lightduty passenger fleet vehicles are zeroemissions or use Percent of liquid and gaseous fuel purchased that renewable fuels by 2030; 100 percent of entire is renewable fleet is zeroemission by 2050 Percent of entire fleet (including all vehicles, equipment, and vessels) that is zeroemission F LEET V EHICLES & E QUIPMENT 4 7 | P a g e EMPLOYEE COMMUTING Strategies EC1 Flexible work arrangements EC2 Update employee commute benefits Expand employee communication and EC3 enhance education as new opportunities emerge to expand lower-emission commute options Continue to advocate for more accessible EC4 multimodal transportation options for Port Maritime worksites Emissions: Scope 3 2% of Port Maritime GHG 2019 emissions City's target "Drive Alone 53%53% Of commutes made while Rate" for the Belltown driving alone 20%20% neighborhood Pier 69 is required to have a commute trip reduction plan to keep commuting routes moving and reduce carbon emissions per the Washington State Commute Trip Reduction law. The Port offers a wide range of commuter benefits, but is not currently achieving commute trip reduction targets. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 EMPLOYEE COMMUTING Context To comply with a statewide Commute Trip Reduction (CTR) program administered by Washington State Department of Transportation (WSDOT), the Port conducts an employee commuting survey every two years for work locations with 100 or more employees. The Port's Pier 69 headquarters is the only Port maritime building to date covered by this Plan that meets the WSDOT CTR threshold. The Pier 69 drive alone rate in 201954 percentremained relatively stable compared to previous CTR surveys. However, the rate is well above the drive alone target for commute trips within Belltown/Denny Triangle, where Pier 69 is located. This target decreased to 20 percent in the City of Seattle's 20192023 Strategic Plan. A significant decline in drive alone trips is needed to meet the city target and reduce employee commuting emissions. Figure 16. Annual GHG emissions from Employee Commuting 1,600 1,400 1,200 Metric Tons CO 2 1,000800600400 200 2005 2007 2011 2015 2016 2017 2018 2019 Emissions Inventory Year Emissions have trended downward in recent years. E MPLOYEE C OMMUTING 4 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Strategies to 2030 Figure 17. 2030 GHG emission reduction potential of Employee Commuting strategies 1,600 1,400 1,200 Metric Tons CO 2 1,000800 2020 emissions 600 400 2030 Goal 50% reduction from baseline 200 0 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Year Remaining emissions Alternative work arrangements Improve employee benefits Advocate for transportation access Employee communication and education The strategies identified for this sector will reduce GHG emissions, but the employee commuting sector will not independently achieve the 2030 reduction target. Emission data from the 2020 inventory was not used in the analysis. EC1 Flexible work arrangements. Flexible work MT CO2 Reduced Annually by 2030 arrangements include teleworking or compressed work weeks to reduce the number of days employees Approximately must commute to work. Flexible work arrangements 220 MT CO2 per year are the most direct way to reduce GHG emissions from commute trips by reducing the number of commute by maximizing various alternative work trips taken. arrangements By 2025 Identify options to encourage the use of telework and compressed work weeks On an annual basis, evaluate options for providing financial support to teleworking employees who use home office equipment Improve tracking of flexible work arrangements and set target participation levels n s io Continue monitoring utilization of flexible work arrangements and adjust as warranted A c t Evaluate need and options to provide financial support to teleworking employees on an ongoing basis By 2030 Continue regular monitoring and enhancement of alternative work week policies E MPLOYEE C OMMUTING 4 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 EC2 Update employee commute benefits as new MT CO2 Reduced Annually by 2030 opportunities emerge to expand lower emission commute options. A comprehensive commute benefits program can improve employee recruitment and retention, minimize commute stress, and make loweremission commuting choices more attractive. While the Port offers several commute Approximately benefits, like subsidized transit passes, the provision of 130 MT CO2 per year free parking near work locations remains a barrier to by improving benefits that encourage reducing emissions in this sector. Expanding commuter use of mass transit options benefits for alternative modes of transport, which could include enhanced first and last mile connections to transit stops, subsidized vanpool and bikeshare, or organized carpooling could expand employee commute options. By 2025 Incorporate the Port's GHG reduction goals into the Employee Commuter Benefits Strategic Plan under development in 2020 Identify and assess options for gathering and analyzing employee commute pattern data to support future program decisions n s io Implement an Employee Commuter Benefits Strategic Plan to systematically assess the current Employee Commuter Benefits Program against program goals, identify gaps in the A c t program, and identify, analyze, and recommend potential enhancements to the program Assess potential impacts of a revised employee parking benefit on employee engagement, retention, attraction, and commuting preferences By 2030 Reassess and refresh the Port Employee Commuter Benefits program on an ongoing basis Success Story: Commuter Benefits The Port offers a wide range of employee commuter benefits including bike storage and showers; heavily subsidized transit passes; a guaranteed ride home; vanpool and van share subsidies; and flexible work arrangements including telework, flextime, and compressed work week options for some employees with management approval. E MPLOYEE C OMMUTING 5 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 EC3 Expand communication and enhance MT CO2 Reduced Annually by 2030 employee education about commute options beyond driving alone. Employees need to be aware of the Port's commuter benefits to take Approximately advantage of commute options beyond driving alone. 40 MT CO2 per year Communication can clarify available programs, through enhanced employee education highlight management support for employee and communication participation, and market key services that support loweremission commuting. By 2025 Develop and implement an employee education and promotion program to educate employees about commuting options and how to utilize them Review and identify opportunities to enhance employee onboarding and new employee orientation information and materials to include the Employee Commuter Benefits n s io Program and how it aligns with Port values and goals A c t By 2030 Review and adjust employee education and promotion programs about commute options to maintain relevance and effectiveness Continue to maintain and update employee onboarding and new employee orientation information regarding the Employee Commuter Benefits Program EC4 Continue to advocate for more accessible MT CO2 Reduced Annually by 2030 multimodal transportation options for Port Maritime worksites. The Port's control over commute options is limited to employee benefits and offering infrastructure on Port property. To secure transportation options beyond driving, coordination Approximately with regional transportation agencies is needed. The 40 MT CO2 per year Port has struggled to increase use of transit specifically through improved access to mass as waterfront construction has pushed transit stops transit options further away from the Port's Seattle headquarters at Pier 69 in recent years. Ensuring safe, connected, and accessible multimodal infrastructure through the region is critical to improve access to Port locations. By 2025 Continue advocating for safer and more accessible multimodal transportation access to Pier 69 and other work sites with local transit and transportation agencies (Seattle n s io Department of Transportation, King County Metro, and Sound Transit) By 2030 A c t Continue advocating for safer and more accessible multimodal transportation access with local transit and transportation agencies E MPLOYEE C OMMUTING 5 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Emissions Remaining after 2030 The strategies and actions above propose a path to achieve approximately 30 percent reduction in GHG emissions from 2007 levels as part of the Port's effort to meet or exceed the 2030 GHG reduction target. Per the emissions wedge analysis, the Employee Commuting sector will emit approximately 714 MT of GHG in 2030. These remaining emissions will need to be addressed to achieve the Port's longerterm GHG reduction goals through 2050. Continuing sources of energy emissions after 2030 include: Remaining trips made by single occupancy vehicles that are not zeroemission Remaining trips made via other travel modes that are not zeroemission Performance Metrics Metrics Targets / Objectives Drive alone rate at CTRaffected worksite (Pier 69) Percent of employees utilizing telework or flexible Continuous improvement work arrangements at CTRaffected worksite (Pier 69) E MPLOYEE C OMMUTING 5 2 | P a g e SOLID WASTE Strategies SW1 Maximize diversion of common recyclable and organic materials SW2 Minimize solid waste generation SW3 Expand specialized items recycling SW4 Enhance communication and education with employees and tenants Emissions: Scope 3 < 1% of Port Maritime GHG 2019 emissions Tons of garbage generated Tons of material diverted 1,3001,300 by the Port and Port tenants 1,1001,100 2019, yielding a waste in 2019 diversion rate of 45% Nearly 70% of the waste is generated at Shilshole Bay Marina and Fishermen's Terminal. Both campuses are occupied by tenants and open to the public. The Port has influence, but not direct control, over waste disposal at these sites. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SOLID WASTE Context This sector includes solid waste generated at Port Maritime campuses, which is the focus of the Port's Maritime Solid Waste Management Plan. Nearly 70 percent of the waste is generated at Shilshole Bay Marina and Fishermen's Terminaltwo large sites that are occupied by tenants and open to the public. The Port aims to divert 60 percent of materials from the waste stream through recycling or composting. In 2019, 45 percent of materials was diverted. Historical data on solid waste volumes and GHG reductions is limited. Since tracking began in 2015, GHG emissions from solid waste landfilling have increased each year. The data below does not include construction waste generated by contractors which is tracked separately on a projectspecific basis. Figure 18. Annual GHG emissions from Solid Waste 250 200 Metric Tons CO 2 15010050 0 2005 2007 2011 2015 2016 2017 2018 2019 Emissions Inventory Year Emissions have trended upward in recent years. S OLID W ASTE 5 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Success Story: Solid Waste Management To reduce garbage volumes and GHG emissions, the Port implemented a Maritime Solid Waste Management Plan in 2016 that has improved solid waste practices. Improved waste collection systems, signage, education, and event guidelines to ensure that City of Seattle recycling ordinances are followed Conducted waste audits at over half of the Port's maritime campuses Developed sitespecific implementation plans with tenant and staff input for Marine Maintenance, and Shilshole Bay Marina. Strategies to 2030 Figure 19. 2030 GHG emission reduction potential of Solid Waste strategies The strategies identified for this sector are from the Port Maritime Waste Reduction Plan and will reduce GHG emissions, but the solid waste sector will not independently achieve the 2030 reduction target. Emission data from the 2020 inventory was not used in the analysis. S OLID W ASTE 5 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SW1 Maximize diversion of common recyclable MT CO2 Reduced Annually by 2030 and organic materials. Garbage service in Seattle includes recycling of paper, cardboard, plastics, glass, and metal, and composting of organics, compostable Approximately packaging, and plant material. Waste audits will be conducted on a 3year cycle to assess proper waste 60 MT CO2 per year disposal. The Port will work with staff and tenants to by maximizing common recyclable and identify and address diversion barriers (e.g., proper organics diversion sorting of recyclables and organics) and develop site specific waste reduction plans. By 2025 Complete first round of waste audits at all Port campuses Develop and implement facilityspecific waste reduction plans n s Reaudit each site every three years io Update facilityspecific waste reduction plans every three years A c t By 2030 Continue to reaudit each site every 3 years Continue to update facilityspecific waste reduction plans every 3 years SW2 Minimize solid waste generation. In addition to MT CO2 Reduced Annually by 2030 recycling and composting practices, other waste minimization practices are needed to reduce the Approximately amount of waste produced each year. Updating the 60 MT CO2 per year Port's purchasing practices increasing focus on by minimizing amount of total waste sustainability is a critical first step. generated at the Port By 2025 Update the Port's environmental purchasing policy and procedures Evaluate internal Port department practices for materials management and reuse Evaluate waste reduction and reuse opportunities from industryspecific waste streams n s (e.g., restaurants, fishing nets) io Monitor waste generation for all Portcontrolled sites A c t Develop a metric for tracking environmental purchasing policy success By 2030 Integrate circular economy approaches into Port policies and practices to extend the lifecycle of products S OLID W ASTE 5 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SW3 Expand specialized items recycling. Waste MT CO2 Reduced Annually by 2030 audits will identify specialized items that are potentially recyclable but are not accepted by the City's recycling Approximately program. Examples include scrap metals, building materials, electronics, and furniture. Customized 15 MT CO2 per year recycling programs can be added for these items when through expansion of recycling for feasible. special items (e.g., batteries) By 2025 Identify specialized items with recycling needs via waste audits n s io Begin tracking specialized waste items By 2030 A c t Continue to evaluate waste audits for additional specialized items that can be recycled SW4 Enhance communication and education with MT CO2 Reduced Annually by employees and tenants. Targeted communications 2030 and education will increase general awareness of waste GHG reduction potential is low, but management and provide clear instructions for employees strategy is critical to support other and tenant on proper waste sorting. efforts By 2025 Develop new solid waste training module for employees using the Port's internal online Learning Management System Train new employees, and provide updates to all employees at least annually regarding n s waste minimization and recycling and composting efforts io Engage with tenants to widen the impact of the Port's recycling and composting efforts A c t By 2030 Continue training program for staff Continue tenant engagement to widen the impact of the Port's waste minimization efforts Emissions Remaining after 2030 The strategies and actions above propose a path to reduce GHG emissions from solid waste, but this sector will not independently achieve the 2030 reduction target. Per the emissions wedge analysis, the Solid Waste sector will emit over 100 MT of GHG in 2030. These remaining emissions will need to be addressed to achieve the Port's longerterm GHG reduction goals through 2050. Continuing sources of emissions after 2030 include: Remaining solid waste after advanced waste reduction, recycling, and composting practices are put into place S OLID W ASTE 5 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Performance Metrics Metrics Targets / Objectives Percent change in absolute waste tonnage relative to 2007 level Continuous improvement Percent of solid waste tonnage recycled or composted S OLID W ASTE 5 7 | P a g e H ABITAT RESTORATION & CARBON S EQUESTRATION Strategies HR1 Complete Smith Cove Blue Carbon Benefits Study HR2 Continue shoreline restoration projects 212212 Acres of freshwater, estuarine, and marine habitat in the Green-Duwamish and Puget Sound watersheds that the Port has enhanced or restored Habitat restoration provides ecosystem benefits by supporting native plants and animals, and community benefits such as public shoreline access. Habitat restoration can also "sequester" or capture carbon from air and waterhelping the Port work toward its carbon-neutral goal. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 HABITAT RESTORATION & CARBON SEQUESTRATION Context As part of the Port's Century Agenda, the Port set an objective to restore, create, and enhance 40 additional acres of habitat in the Green/Duwamish Watershed and Elliott Bay. Numerous habitat restoration and monitoring projects are in progress, both small and large, including up to 11 acres of riparian and marsh restoration to be completed in 2021. Native riparian and aquatic plants create important habitat for fish and wildlife. Restoration projects bring back these critical habitats and the natural resource values they offer, such as promoting salmon recovery. In addition, these restored habitats sequester carbon from the atmosphere and dissolved carbon from the aquatic environment. Habitat restoration is included in this Plan as part of a longterm, holistic approach to emission reduction. The Port does not currently quantify the atmospheric carbon sequestration of restored riparian and marsh habitat and has not included habitatrelated carbon sequestration in measuring progress toward its GHG reduction goals or to offset GHG emissions from other sources. However, the carbon capture benefits may be quantifiable in future years, to contribute to the Port's netzero carbon goals. If global emissions continue to increase, carbon sequestration strategies such as those described below will become critical measures to address climate change. Strategies to 2030 HR1 Complete Smith Cove Blue Carbon Benefits MT CO2 Reduced Annually by 2030 Study. The Port launched a "blue carbon" pilot study at Smith Cove in 2018 by planting oyster shells, kelp, and eelgrass in a 23acre plot. The Port will continue to Not quantified monitor the test plot, quantify carbon captures, and apply lessons learned to other areas. By 2025 Continue to investigate referred methods for blue carbon in Smith Cove based on results of test plots and initial installation of kelp, eelgrass, shellfish Continue to plan for restoration of native riparian habitat to complement the Smith Cove blue carbon benefits Add interpretive signage to future Smith Cove Park to raise awareness of the project n s io Continue longterm monitoring and evaluation, including evaluation of changes to water A c t chemistry, biomass, and habitat functions Capture lessons learned and identify opportunities to scale this project to other areas By 2030 Incorporate largerscale blue carbon habitat components in existing and planned restoration projects depending on results of Smith Cove Blue Carbon Benefits Study H ABITAT R ESTORATION & C ARBONS EQUESTRATION 5 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Success Story: Smith Cove Blue Carbon Pilot Project The Smith Cove Blue Carbon Pilot Project is exploring the idea of "blue carbon" CO2 captured and stored in ocean and nearshore habitats. Kelp, eelgrass, and marsh plants are important elements of the blue carbon habitat in Elliott Bay. They remove carbon from seawater as they grow, storing it in the plants and sediments. HR2 Continue shoreline restoration projects. The MT CO 2 Reduced Annually by 2030 Port will map shoreline areas and landcover along 15 miles of shoreline. The Port will also complete construction of two additional shoreline parks and begin Not quantified to quantify the carbon capture capacity of restored native riparian and aquatic plants at these sites. By 2025 Evaluate shoreline areas and landcover along 15 miles of shoreline managed by the Port's Maritime Division and Economic Development Division Continue to advance a MultiSite Mitigation Bank through regulatory entitlement process Complete construction of the shoreline habitat restoration and public shoreline access at Actions the Duwamish River People's Park (formerly T117) and quantify anticipated carbon sequestration benefit Complete construction of the Par k and Shoreline Habitat restoration project (formerly 8th Ave South Street End) and quantify anticipated carbon sequestration benefit Continue to evaluate feasibility of candidate sites for habitat restoration, including blue carbon components By 2030 Design and construct the 34acre Auburn Wetlands habitat restoration project and quantify anticipated carbon sequestration benefits . H ABITAT R ESTORATION & C ARBONS EQUESTRATION 5 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Success Story: Alternative Bankline Stabilization Program Seawalls and rocks were historically used to keep shorelines from eroding in Elliott Bay and the Duwamish Waterway. These features create carbonpoor environments that are not ideal for optimal fish and wildlife habitat function. The Port's Alternative Bankline Stabilization Program will identify opportunities to convert "hard armoring" on the shorelines to greener, carbonrich areas. The program will use anchored largewood, plantbased erosion control materials, recycled soil, and native plants to stabilize the banklines while creating habitat and capturing carbon. Success Story: Floating Wetlands Partnering with the University of Washington, the Port has installed several floating wetland units in the Duwamish River and at Fishermen's Terminal. A floating wetland island is a raft packed with dense wetland plantings. They are used in areas where space limitations prevent conventional restoration methods. These units will provide fish and wildlife habitat while also taking up contaminants from the water column. Performance Metrics Metrics Targets / Objectives Port of Seattle Century Agenda: Restore, create, and Number of acres of habitat restored (Portwide) enhance 40 additional acres of habitat in the Green/Duwamish habitat H ABITAT R ESTORATION & C ARBONS EQUESTRATION 6 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SECTION 4 | STRATEGIES TO REDUCE IMPACTS: MARITIME ACTIVITY Maritime Activity Sectors Can Chart a Course to Zero by Implementing 19 Strategies The Port has influence, but not control, over Maritime Activity sectors that produce GHG Scope 3 emissions: the ships, harbor vessels, trains, and equipment that account for 94 percent of the Port's total maritime emissions. The Port can influence decisions through partnerships, programs, and lease terms, for example. The Port can also play a leadership role by advocating for new technologies and fuels. The Plan identifies 19 strategies across five sectors to reduce Maritime Activity emissions by 2030 and make progress toward the 2020 Strategy 2050 vision. These strategies align with the shared objectives of participating ports in the 2020 Strategy:21 Continually improve efficiency and reduce emissions. Until zeroemission options are viable, efficiency improvements can reduce emissions of both GHG and DPM. In some sectors, old high emitting diesel engines can be replaced with new diesel engines equipped with advanced emission controls that will significantly reduce DPM emissions. Improved equipment efficiencies can also reduce GHG emissions by reducing fuel use. Provide infrastructure needed to support zeroemission equipment. As industry identifies preferred technologies to phase out emissions, investment in infrastructure will be required to ensure that those technologies and fuels are available at the Port. The Port can play a role in ensuring that barriers to the installation of zeroemission infrastructure at the point of charge or fueling are minimized by working with government, industry, and utilities to plan for power capacity and fuel supply needs. Demonstrate and adopt zeroemission equipment. In most cases, suitable zeroemission technologies and fuels needed for maritime applications are not readily available or affordable. The Port can advance new technologies by supporting pilot projects and can adopt smallscale zeroemission technologies in Portowned workboats and cargohandling equipment. In addition to sectorspecific strategies that address these three themes, the Plan includes crosssector strategies that will enable future action across the board. These strategies are foundational to achieving deep decarbonization in Port activities, focusing on crossindustry energy planning; green leasing; regulatory policy advocacy; and engagement with community, industry, and government. 21 For more detail, see the 2020 Northwest Ports Clean Air Strategy. 6 1 | P a g e CROSS-SECTOR MARITIME ACTIVITY Strategies XS1 Facilitate cross-industry clean energy planning XS2 Leverage green lease terms XS3 Advocate for local, state, and federal policy and funding that supports climate action XS4 Engage with community, industry, and government Cross-sector strategies enable future action toward a zero-emission future across multiple sectors. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 CROSS-SECTOR MARITIME ACTIVITY Context Phasing out emissions from Maritime Activity involves not only sectorspecific strategies, but also a crosssector (XS) focus on acrosstheboard issues that are tackled most effectively with a holistic approach. The Plan identifies four XS strategies that will enable future action. These XS strategies are foundational to meeting 2020 Strategy objectives to support continual improvements in efficiency and emission reductions, while concurrently promoting transition to zeroemissions infrastructure and equipment. The action timeframe goals include 13 years, 5 years, and 10 years consistent with the 2020 Strategy objectives. Strategies to 2030 XS1 Facilitate crossindustry clean energy planning. The Seattle Waterfront Clean Energy Strategy (SWCES) will develop and deliver a harborwide maritime energy distribution system and infrastructure to provide zeroemission energy for port, maritime, industrial, and other waterfront uses. The Port will work with Seattle City Light, NWSA, maritime industry, and others to evaluate future energy and electrical grid needs, costs, technology choices, enabling policy, resilience, and other elements essential to decarbonize Seattle's waterfront maritime industry. The SWCES impacts all sectors addressed in the Plan and represents a critical early planning action toward phasing out emissions by 2050. By 2025 Complete the Seattle Waterfront Clean Energy Strategy, in collaboration with NWSA, Seattle City Light, NGOs, clean tech and maritime industry partners Engage Port tenants and maritime industry on barriers to zeroemission infrastructure and equipment adoption Evaluate lifecycle emissions of alternative fuels used in seaport applications Form one or more maritime clean energy partnerships to collaborate on research development, and demonstration of projects to support zeroemission technology for ion s maritime applications In collaboration with SWCES partners, develop and implement a coordinated strategy to A c t attract funding and support joint projects to implement SWCESrecommended projects By 2030 Work with partners to design and construct energy infrastructure capital improvements to address power supply constraints, improve resiliency and reliability, and facilitate industry transition to zeroemission energy Ongoing Conduct periodic zeroemissions technology assessments to evaluate the status of technology and supporting infrastructure needed for zeroemission operations C ROSS-SECTOR M ARITIMEA CTIVITY 6 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 XS2 Leverage green lease terms. "Green" lease terms are environmental requirements within a lease agreement that encourage or require port tenants to adopt practices that, among other environmental actions, reduce emissions or energy use. The Port is a "landlord port," meaning that much of portowned land and properties are leased to private companies; therefore, the emissions from those companies are not under direct Port control. Adding green lease terms to the Port's Maritime and Economic Development Divisions' eligible leases is a critical step to help reduce emissions from Port tenants' operations across all sectors identified in this Plan. Green leasing can bolster Port Maritime Administration strategies for solid waste and building and campus energy. Green leasing is also applicable to Maritime Activity sectors, depending on the nature of the Port's business relationship with vessel, vehicle, and equipment owners. The first step to leverage green leasing for emissions reduction is to develop a standard set of lease terms and then to pilot those terms with tenants as lease negotiation opportunities arise. By 2025 Research green leasing approaches and develop a library of lease terminology to advance sustainability and emission reduction goals n s Inventory maritime property leases and identify nearterm opportunities to incorporate io green lease terms A c t Engage tenants and pilot green lease terms where opportunities arise with new leases By 2030 Incorporate green lease terms into all new and renewed landside leases Washington Clean Fuel Standard: Maritime Industry Benefits In 2021, the Washington State Legislature passed a Clean Fuel Standard that will curb carbon emissions from transportation. The law requires fuel suppliers to gradually reduce the carbon intensity of transportation fuels to 20 percent below 2017 levels by 2038 through improved efficiency, incorporating lower carbon fuels, or purchasing credits generated by lowcarbon fuel providers. The Port advocated for the Clean Fuel Standard as a critical policy to help the maritime industry reduce GHG emissions and improve air quality in nearport communities. The policy can offer several benefits to the maritime industry beyond GHG reduction. These include lowering the cost of low carbon fuels compared to conventional fossil fuels, reducing DPM emissions from biodiesel and renewable diesel (3470 percent), spurring innovation and new technology development, and creating new revenue opportunities. Sources: Washington State Department of Ecology, Clean Fuel Standard and Western Washington Clean Cities, Renewable Diesel in Washington Fact Sheet. C ROSS-SECTOR M ARITIMEA CTIVITY 6 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 XS3 Advocate for local, state, and federal policy and funding that supports climate action. The Port operates within the bounds of the legal authority delegated to it by the State of Washington. This authority provides defined opportunities for how the Port can influence and support climate action and air pollution reductions. In many cases, the actions required to achieve this plan's vision call for policy and funding action beyond the authority of the Port. Therefore, coordinated, and strategic policy and funding support will be needed from other local and regional jurisdictions and through state, and federal action. Policy change will be instrumental in achieving the 2020 Strategy vision and could create new revenue streams to support decarbonization across the maritime sector. Additionally, with the large amount of investment required to install infrastructure and purchase equipment to achieve the zeroemission objectives, external funding is needed to offset the costs of these investments. The Port will work with local, state, and federal agencies to advocate for existing sources of grant funding to continue and for new funding sources to support demonstration projects and the transition to zeroemission technology. The Port will also work with industry and community partners to identify priority projects in need of grant funding. Ongoing Continue advocating for state and federal legislation and funding that supports advancement of MCAAP goals and strategies Advocate for local utilities to achieve the 100 percent clean electricity supply requirement under the Washington state Clean Energy Transformation Act soon as possible ahead of the 2045 commitment ion s Identify new business models and financial strategies to support implementation Collaborate on state and federal environmental port initiatives such as EPA's Ports A c t Initiative and with industry organizations such as American Association of Port Authorities, and Washington Public Ports Association Continue participating in Green Marine (a thirdparty voluntary environmental certification program for the marine industry, including ports) and maintain or exceed 2020 performance score C ROSS-SECTOR M ARITIMEA CTIVITY 6 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 XC4 Engage with community, industry, and government. The 2020 Strategy and the Port's implementation actions were informed by a multiyear engagement process that sought input from community, industry, government, and nongovernment representatives. Ongoing collaboration across the Port network is essential to achieve the Strategy vision and the Port's GHG reduction goals. The Port will continue engaging partners in the implementation of the actions identified for each sector. The Port will collaborate to conduct pilot projects, pursue funding, share progress and to use community and industry input to prioritize actions that reduce air pollution in regions that need it most. Ongoing Continue to engage the Duwamish Valley Community to define climate and air quality priorities, measures, and strategies for reducing emissions from Port operations and develop materials to increase understanding of Port emission sources, strategies, programs, and engagement opportunities Publicly communicate sustainability measures (e.g., shore power use, equipment replacements, efficiency measures), and implementation progress annually via Port channels Support workforce development and training for vessel and equipment operators and n s io mechanics in Washington to operate and maintain zeroemission maritime equipment Encourage startup businesses in Portrelated industries to partner with the Port's A c t Maritime Innovation Center to focus on reducing emissions from the maritime sector Continuously improve regional air quality information, including evaluating options to inventory maritime emissions at the Port annually, quantify lifecycle emissions, and improve equity indicators to measure and inform implementation Prioritize WMBE and communitybased businesses in contracting Support youth engagement, training, professional development, and connection to maritime careers through the Maritime High School, Port internship opportunities, and other youth engagement programs C ROSS-SECTOR M ARITIMEA CTIVITY 6 5 | P a g e WATERSIDE MARITIME ACTIVITY Strategies OGV1 Install shore power at all major cruise berths by 2030 Support domestic and international efforts OGV2 to phase out emissions from ocean-going vessels Support continual advancements in OGV3 equipment efficiency and emission reduction from ocean-going vessels HV1 Provide infrastructure to enable adoption of zero-emission harbor vessels by 2030 HV2 Support accelerated turnover of harbor vessels to zero emissions models by 2050 Support continual advancement in vessel HV3 efficiency and emission reduction for harbor vessels Emissions: Scope 3 % of Port Maritime GHG 2019 emissions: Ocean-going vessels 74% Harbor vessels 14% % of Port Maritime DPM 2019 emissions: Ocean-going vessels 83% Harbor vessels 11% 211211 Cruise sailings from the Port Grain vessel shipments from in 2019 5858 the Port in 2019 Ocean-going vessels include grain and cruise ships that call at Port terminals. Harbor vessels include tugboats that assist ocean carriers, as well as commercial fishing vessels and recreational vessels that moor at Port marinas. Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 WATERSIDE MARITIME ACTIVITY SECTORS OCEAN-GOING & HARBOR VESSELS Context Oceangoing vessels calling at the Port include grain ships (bulk carriers) and cruise ships powered by diesel engines. Port emission inventories include the emissions generated while ships transit Puget Sound from the mouth of the Straits of Juan de Fuca to the Port, while maneuvering, at anchor, and while generating power at berth (hoteling). While hoteling, ships run diesel engines to meet energy needs unless they can connect to shore power and the berth is shore power equipped. To use shore power, both landside and onship infrastructure is needed. Many cruise ships are shore powercapable, but virtually no bulk carriers are so equipped. Harbor vessels addressed in the Plan include tugboats that assist grain ships, as well as commercial fishing vessels and recreational vessels moored at Port marinas. Tugs, fishing vessels, and some recreational vessels are powered by diesel engines. Shore power is available at all the Port's commercial and recreational marinas and is widely used. GHG emissions from waterside sectors were higher in 2011 than in 2005 due to a higher number of vessel calls. In 2016, GHG emissions from oceangoing vessels decreased due to more efficient, larger capacity cruise ships and fewer grain calls. DPM emissions from waterside sectors declined steeply in 2016 due to use of shore power by some cruise ships at berth, regulatory changes requiring oceangoing vessels and large harbor vessels to burn low sulfur fuel, and far more advanced pollution controls on new vessel engines. These fuel and engine standards target air pollutants and have a minimal impact on GHG emissions. W ATERSIDE M ARITIMEA CTIVITY 6 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 20. Annual GHG and DPM emissions from Maritime Activity waterside sources 2005 2016 120 160 140 100 120 80 Metric Tons CO 2 100 (thousands) 60 Metric Tons DPM 80 40 60 40 20 20 2005 2011 2016 2005 2011 2016 Emissions Inventory Year Emissions Inventory Year OGV transit OGV hotel/maneuver OGV transit OGV hotel/maneuver Harbor vessels Harbor vessels Emissions were inventoried in the Puget Sound Maritime Air Emissions Inventories for years 2005, 2011, and 2016. Strategies to 2030 Figure 21. Annual GHG emissions from Maritime Activity waterside sectors projected to 2050 250 200 Metric tons CO 2 150 (thousands) 100 50 2030 Goal 50% reduction from baseline 0 Year Remaining emissions Transition to zeroemission maritime activity OGV shore power reduction OGV IMO 30% ship efficiency increase OGV IMO 50% reduction vision Annual emissions will continue increasing through 2030 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. Mandated vessel efficiency improvements and additional shore power will reduce emissions. Transition to zeroemission maritime activity represents reductions from strategies in this plan that are not quantified, and new/innovative technologies that will be required to meet the 2050 Northwest Ports Clean Air Strategy vision. W ATERSIDE M ARITIMEA CTIVITY 6 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Success Story: Shore Power Since 2005, the Port has provided cruise ships with shore power and in 2009, became the first cruise port in the world to provide shore power at two cruise berths. In 2019, 89 percent of shore power capable ships (85 total calls) plugged into shore power at the Smith Cove Cruise Terminal at Terminal 91, which eliminated over 600 hours of onboard diesel engine use and an estimated 2,900 MT of CO2 in just one season. Figure 22. Annual DPM emissions from Maritime Activity waterside sectors projected to 2050 50 45 40 35 Metric tons DPM 302520 15 10 5 0 Year Remaining emissions Transition to zeroemission maritime activity OGV shore power reduction OGV IMO 30% ship efficiency increase OGV IMO 50% reduction vision Annual emissions will continue increasing through 2030 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. Mandated vessel efficiency improvements and additional shore power will reduce emissions. Transition to zeroemission maritime activity represents reductions from strategies in this plan that are not quantified, and new/innovative technologies that will be required to meet the 2050 Northwest Ports Clean Air Strategy vision. W ATERSIDE M ARITIMEA CTIVITY 6 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 OCEANGOING VESSELS OGV1 Install shore power at all major cruise Emissions Reduced Annually by 2030 berths by 2030. Shore power minimizes both GHG and DPM emissions and is currently the only zeroemission technology available for ships at Approximately berth. An increasing portion of cruise ships are 13,000 MT CO2 and 8 MT DPM equipped with shore power capability. As of 2020, per year the single berth facility at Pier 66's Bell Street Pier by installing additional shore power and Cruise Terminal does not have shore power for maximizing connections cruise vessels, but the Port plans to install a shore power connection by the 2023 cruise season. By 2025 Install shore power at Pier 66 Cruise Terminal by 2023 and pursue funding to offset infrastructure costs Require shore power use by shore powerequipped homeport cruise ships at Terminal 9122 Require shore power use by shore powerequipped homeport cruise ships at Pier 66 and any future cruise berths upon installation and commissioning of new shore power system(s) Evaluate shore power delivery options and rate structure at Port facilities, working with cruise lines and utility providers n s io By 2030 A c t Collaborate with cruise lines to increase the number of annual shore power equipped calls at the Port with a goal to reach 100 percent shore powerequipped homeport calls and a 100 percent connection rate by 2030 Evaluate feasibility, cost, and benefit of adding a second shore power connection to the west berth of Terminal 91 to increase opportunity of ships to plug in regardless of orientation Ongoing Collaborate with cruise lines annually to report on shore power utilization, best practices, and avoided emissions 22 The shore power requirement applies to shore powerequipped ships unless they are unable to connect (e.g., adverse weather conditions that would make the connection unsafe). W ATERSIDE M ARITIMEA CTIVITY 6 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 OGV2 Support domestic and international efforts to phase out emissions from ocean going vessels. The Port will advocate to strengthen standards and policies at national and international levels to support the development sustainable maritime fuels and the transition to zero emission vessel technologies. International policy engagement activities would be complemented by partnerships to support planning and research, market assessments focused on the Pacific Northwest, and pilot projects with industry partners. By 2025 Develop a national and international engagement strategy to advocate for strengthened standards, sustainable fuels, and the transition to zeroemission oceangoing vessels Evaluate and align with international decarbonization initiatives Identify partnerships for policy alignment and amplification, including with industry and other ports n s Conduct a maritime zero carbon energy source assessment to evaluate the status of supply and delivery options, offtakers, policy and economic drivers, Port roles and other considerations to advance deployment of energy sources to replace fossil fuels for cruise A c tio ships in the Pacific Northwest Implement the International Association of Ports and Harbors' Cruise Emissions Reporting Project at the Port and collaborate with cruise lines to maximize participation By 2030 Support development of a zeroemission oceangoing vessel demonstration by 2030, working with governments, industry, and nongovernment organizations OGV3 Support continual advancements in equipment efficiency and emission reduction from oceangoing vessels. Until zeroemission vessels are developed, continuous improvement in vessel efficiency is the best strategy to reduce GHG and DPM emissions. Ship efficiency gains may occur through improved ship design and operational practices such as slow steaming. The Port will also coordinate with cruise lines to evaluate a carbon offset program for cruise passengers. By 2025 Complete Portspecific cruise ship emission research and develop recommendations Continue to evaluate opportunities to decrease emissions from cruise ships underway Evaluate the cost and benefits of environmental incentive programs for cruise ships Develop a crossmedia (e.g., air, noise, water quality, and human health) cruise n s environmental strategy for the Port, in partnership with the cruise lines, and implement early actions A c tio Evaluate an optional carbon offset or "Good Traveler" type program for Seattle's homeport cruise passengers, in coordination with cruise lines Evaluate emissions impact of slow steaming with the Quiet Sound program (once implemented) W ATERSIDE M ARITIMEA CTIVITY 7 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 By 2030 Continue implementing the cruise environmental strategy HARBOR VESSELS HV1 Provide infrastructure to enable adoption of zeroemission harbor vessels by 2030. Although the Port's commercial marinas offer shore power at most berths, shore power can be added in a few locations to accommodate tugboats. Upgraded utility infrastructure is needed to enable hybrid or zeroemission harbor vessels. By 2025 Install new shore power capacity for tugs at Harbor Island Marina E Dock Evaluate new shore power capability, charging, and fueling needs for harbor vessels at n s Pier 17, Pier 28, and Pier 46 North, and berths 6 and 8 at Terminal 91 Improve tracking and reporting of usage rates with a goal of reporting usage annually A c tio By 2030 Upgrade utility infrastructure to enable hybrid or zeroemission technology or alternative fuels for harbor vessels at Portowned berths HV2 Support accelerated turnover of harbor vessels to zeroemission models by 2050. Zeroemission technologies such as battery electric, hydrogen fuel cells and alternative liquid fuels are being developed for some types of harbor vessels. The Port will demonstrate zero emission outboard engines in Portowned vessels. By 2025 Demonstrate zeroemission outboard engines in Portowned vessel fleets and Actions communicate results Engage commercial fishing fleets and industry to identify barriers and opportunities to transition to zeroemission fishing vessels By 2030 Support development of a zeroemission harbor vessel, working with governments, industry, and nongovernment organizations W ATERSIDE M ARITIMEA CTIVITY 7 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 HV3 Support continual advancements in vessel efficiency and emission reduction from harbor vessels. Until zeroemission harbor vessels are widely adopted, the Port will promote use of low carbon fuels and efficiency improvements for assist tugs, commercial fishing vessels, and recreational vessels. By 2025 Engage harbor vessel fuel providers to discuss opportunities and barriers to supplying low carbon fuels Actions Evaluate incentive programs to accelerate use of low carbon fuels and the transition to zeroemission harbor vessels By 2030 Support demonstration and educational events to encourage zeroemission technologies for recreational, fishing, and workboats in partnership with Puget Sound Clean Air Agency, NWSA, and others Success Story: Maritime Innovation Washington Maritime Blue, the Port, and WeWork Labs have partnered to launch Washington's first maritime accelerator to help maritime companies innovate and grow, establish Washington as a global leader in maritime innovation, and increase the sustainability of maritime businesses. W ATERSIDE M ARITIMEA CTIVITY 7 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Performance Metrics Sector Metrics Targets/Objectives Percent of vessel calls with Tier 3 marine engines, cleaner fuel, or other emissionreduction Continuous improvement technologies while underway Percent of major cruise and container berths with OGV 100 percent by 2030 shore power installed Percent of shorepowercapable ships that plug in and percent of total ships that plug in to shore Continuous improvement power Percent of tugs by tier level Information only Percent of commercial vessels with hybrid engines Information only or using renewable fuels HV Percent of zeroemissions commercial vessels 100 percent by 2050 Total cost of ownership of zeroemissions tug Information only relative to diesel tug W ATERSIDE M ARITIMEA CTIVITY 7 3 | P a g e LANDSIDE MARITIME ACTIVITY Strategies CHE1 Provide infrastructure to enable zero- emission CHE by 2030 CHE2 Support adoption of zero emissions CHE by 2050 Support continual advancements in CHE3 equipment efficiency and emission reduction from CHE equipment TR1 Provide infrastructure to enable adoption of zero-emission trucks by 2030 TR2 Support adoption of zero-emission truck equipment by 2050 Support continual advancements in vehicle TR3 efficiency and emission reductions from trucks RR1 Provide infrastructure to enable adoption of zero-emission on-terminal rail by 2030 RR2 Support adoption of zero-emission rail by 2050 Support continual advancements in On-terminal switcher RR3 equipment efficiency and emission 22 locomotives reductions from rail Emissions: Scope 3 9090 Cargo-handling equipment (CHE) units % of Port Maritime GHG 2019 emissions: Cargo-handling equipment <1% Trucks <1% Cargo-handling equipment is used on port Rail 6% terminals. Grain cargo is shipped over land by rail, using line-haul and on-terminal locomotives. % of Port Maritime DPM 2019 emissions: The truck category has only measured shuttle Cargo-handling equipment <1% vans on cruise terminals in the past but will be expanded to include medium- and heavy-duty Trucks <1% trucks and buses supporting cruise operations. Rail 6% Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 LANDSIDE MARITIME ACTIVITY SECTORS CARGO-HANDLING EQUIPMENT, TRUCKS, & RAIL Context Landside Maritime Activity sectors support operations at the Port's cruise terminals, grain terminal, and commercial marinas. Cargohandling equipment (CHE) is used to lift and move goods to and from storage areas, ships, trucks, and railcars. The Port's cruise terminals use many electric and propane powered pieces of CHE. Larger CHE, such as mobile cranes, are dieselpowered. The truck sector includes heavyduty vehicles. To date, the Port has only included shuttle vans used on cruise terminals in this category. This Plan includes strategies to expand the truck sector to buses that transport passengers to and from cruise terminals and trucks that serve cruise ships and fishing fleets. Container trucks moving cargo to and from marine terminal are excluded because they are managed by the NWSA. The rail sector includes locomotives serving the grain operations. "Linehaul" locomotives are those that pull train cars on travel offterminal to deliver grain shipments and "switcher" locomotives are used to move railcars within the grain terminal. Line haul locomotives travel throughout the airshed and account for 98 percent of the grainrelated rail emissions. GHG emissions from landside sectors declined from 2005 to 2016. Cargohandling equipment turned over to more electric units. Rail emissions were lower in 2016 due to lower grain throughput. DPM emissions from landside sectors declined in 2016 due to the use of more electric cargohandling equipment, lower grain throughput which reduced rail emissions, and regulatory changes requiring use of low sulfur fuel. L ANDSIDE M ARITIMEA CTIVITY 7 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 23. Annual GHG and DPM emissions from Maritime Activity landside sources 2005 2016 14 6 12 5 10 Metric Tons CO 2 (thousands) 86 Metric Tons DPM 4 3 2 4 2 1 0 2005 2011 2016 2005 2011 2016 Emissions Inventory Year Emissions Inventory Year Locomotives Cargohandling equipment Locomotives Cargohandling equipment Emissions were inventoried in the Puget Sound Maritime Air Emissions Inventories for years 2005, 2011, and 2016. Strategies to 2030 Figure 24. Annual GHG emissions from Maritime Activity landside sectors projected to 2050 10 9 8 7 Metric Tons CO 2 6 (thousands 54 2030 Goal 50% reduction from baseline 3 2 1 0 Year Remaining emissions Transition to zeroemission maritime activity L ANDSIDE M ARITIMEA CTIVITY 7 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Annual emissions will continue increasing through 2030 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. Mandated vessel efficiency improvements and additional shore power will reduce emissions. Figure 25. Annual DPM emissions from Maritime Activity landside sectors projected to 2050 4 3 Metric Tons DPM 2 1 0 Year Remaining emissions Transition to zeroemission maritime activity Annual emissions will continue increasing through 2030 under a businessasusual scenario that includes projected growth and assumes that no further emission reduction actions are taken. Mandated vessel efficiency improvements and additional shore power will reduce emissions. CARGOHANDLING EQUIPMENT CHE1 Provide infrastructure to enable zeroemission CHE by 2030. Infrastructure needed will be identified in the Seattle Waterfront Clean Energy Strategy (Maritime Activity strategy XS1.) By 2025 As part of SWCES process, engage P ort tenants to begin planning and designing infrastructure to support zeroemission CHE at Terminal 91, Pier 66, and Fishermen's Actions Terminal, and pursue funding for installing such infrastructure By 2030 Complete planning design and install necessary infrastructure for zeroemission CHE Ongoing Advocate for standardization and interoperability of CHE fueling infrastructure in partnership with ports, partners, and industry L ANDSIDE M ARITIMEA CTIVITY 7 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 CHE2 Support adoption of zeroemission CHE by 2050. This strategy will focus on replacement of diesel powered units. This strategy overlaps with Fleet Vehicles and Equipment strategies FV1 and FV2 for Portowned units and Maritime Activity strategy XS1. Actions By 2025 Collaborate with terminal operators (e.g., cruise, cargo) and fishing operations to assess and demonstrate the feasibility of zeroemission equipment, including conducting and sharing lessons from pilot projects on portowned equipment CHE3 Support continual advancements in equipment efficiency and emission reduction from CHE equipment. The Port will promote fuel efficiency, low carbon fuels and early replacement of diesel and propanepowered cargohandling equipment By 2025 Collaborate with terminal operators (e.g., cruise, cargo, fishing operations) to update and Actions formalize data sharing on equipment inventories, replacement plans, and fuel efficiency plans Within 5 years Evaluate environmental incentive programs to accelerate Port tenant and customer CHE upgrades or low carbon fuel use Success Story: Alternative Fuels Switcher locomotives at the Port's grain terminal use biodiesel and are equipped with antiidling equipment which reduces fuel consumption by up to 50 percent. In 2019, 85 percent of the cargo handling equipment of CHE at Port of Seattle marine terminals used electricity or propane as fuel. L ANDSIDE M ARITIMEA CTIVITY 7 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 TRUCKS TR1 Provide infrastructure to enable adoption of zeroemission supply trucks and buses by 2030. Zeroemission technology is becoming increasingly available for some classes of trucks, but the cost and complexity of charging or fueling infrastructure can impede adoption. The Port will demonstrate new infrastructure. By 2025 Evaluate opportunities to demonstrate zeroemission infrastructure for supply trucks that could serve the port's cruise ships or fishing fleets Evaluate opportunities to demonstrate zeroemission infrastructure for buses that transport Actions passengers to cruise terminals in collaboration with cruise lines and bus companies TR2 Support adoption of zeroemission supply truck and bus equipment by 2050. As zeroemission trucks and buses are developed, the Port will collaborate to demonstrate new technology. Technologies under development include battery electric and hydrogen fuel cells. By 2025 Evaluate opportunities to demonstrate zeroemission truck technology that could serve the Actions port's cruise ships and fishing fleets Evaluate opportunities to demonstrate low or zeroemission bus technology for buses that transport passengers to cruise terminals in collaboration with cruise lines and local bus companies With other ports and partners, advocate for policies and business models that make zero emission trucks more cost competitive TR3 Support continual advancements in vehicle efficiency and emission reduction from trucks and buses. Until zeroemission technology is adopted, vehicle efficiency measures such as idlereduction and use of low carbon fuels can help reduce DPM and GHG emissions. By 2025 Evaluate how to capture emissions associated with cruise truck deliveries and ground transportation in future Puget Sound Maritime Air Emissions Inventories Actions Engage commercial fishing and cruise trucking contacts to discuss truck and bus fleet needs and opportunities for alternative fuels or zeroemission technology Engage cruise lines and bus companies to explore opportunities for alternative fuels or low or zeroemission technology buses that transport passengers to cruise terminals By 2030 Research and develop strategies to reduce emissions from passenger ground transportation serving cruise terminals Evaluate installation of electricity connections to replace fossil fuelpowered refrigerated containers at Terminal 91 L ANDSIDE M ARITIMEA CTIVITY 7 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 RAIL RR1 Provide infrastructure to enable adoption of zeroemission onterminal rail by 2030. Zeroemission technologies for locomotives are still under development. Options will be evaluated as part of Maritime Activity strategy XS1 Seattle Waterfront Clean Energy Strategy. By 2025 n s As part of SWCES process, engage Port tenants to begin planning and installing necessary infrastructure to support near or zeroemission locomotives for switching and delivering A c tio cargo to Port terminals RR2 Support adoption of zeroemission rail by 2050. The Port has limited influence over railroad companies but will advocate for state and federal regulatory changes to reduce emissions. This will be one element of XS3. By 2030 n s A c tio Explore opportunities to advocate for regulatory changes that reduce emissions from Class I Railroads RR3 Support continual advancements in equipment efficiency and emission reductions from rail. Locomotives have long life spans and older engines lack modern emission controls. Until zeroemission technology is developed and adopted, the Port will promote replacement of older, unregulated locomotives with cleaner alternatives to reduce DPM emissions. Actions By 2025 Engage Class I Railroads, in collaboration with ports and partners, to identify emission reduction opportunities in Washington By 2030 Work with Port tenants to accelerate replacement of unregulated switcher locomotives for near or zeroemission alternatives L ANDSIDE M ARITIMEA CTIVITY 7 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Performance Metrics Sector Metrics Targets/Objectives Percent of zeroemission CHE adopted 100 percent by 2050 CHE Total cost of ownership of zeroemission CHE Information only relative to diesel CHE Percent of zeroemission trucks adopted 100 percent by 2050 Trucks Total cost of ownership of zeroemission trucks Information only relative to diesel trucks Percent of unregulated engines known to be 20 percent are upgraded by 2020, upgraded relative to 2013 Percent of switcher engines that use renewable Information only Rail fuels Percent of zeroemissions switcher engines 100 percent by 2050 adopted L ANDSIDE M ARITIMEA CTIVITY 8 0 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 SECTION 5 | IMPLEMENTATION Section 3 and Section 4 lay out the strategies needed to chart the course toward the Port's 2030 GHG reduction targets and the 2020 Strategy vision to phase out emissions by 2050. The journey to implement the strategies will require leadership, focused resources, and accountability. This Section discusses how the Port will implement the Plan given the challenges of the COVID19 pandemic and the need for collaboration across the Port and throughout the port network. It discusses preliminary cost estimates and the different frameworks the Port will utilize to prioritize action to ensure sustainable, costeffective, and equitable outcomes are realized. Lastly, it outlines the data and reporting metrics the Port will use to track and share its progress. Impacts of COVID19 on Implementation The COVID19 pandemic immediately changed the Port's daytoday operations and its lines of business. These changes will influence air pollutant and GHG emissions in varying ways. Some examples include: All cruise sailings at the Port were canceled for the 2020 cruise season. Cruise operations returned in 2021 for a shorter season from July to October. It is unclear how ongoing COVID19 risk and public health restrictions will impact future cruise seasons and projected growth in the SeattleAlaska cruise market. Possible longterm impacts to cruise operations would affect emissions forecasts for cargo handling equipment, trucks, and ground transportation associated with cruise operations. Other areas of Port maritime business, including grain cargo, commercial fishing, and recreational boating remain steady. Fewer employees are working onsite in Port buildings and worksites, which will result in reduced fuel use by fleet vehicles, lower solid waste volumes, and reduced plug loads and reduce heating and cooling requirements in Port buildings. Most teleworkeligible employees are working from home at least parttime, which has proven the effectiveness of telework. As a result, the Port will expand its program on flexible work arrangements. However, for employees that do need to commute to a work location, the Port is recommending employees drive singleoccupancy vehicles and avoid public transit for safety reasons, which is contrary to best practices to reduce employee drivealone rates. Increasing the use of flexible work arrangements could result in permanent changes in how the Port uses its buildings and manages it fleet. There is an increased focus on building design and operating parameters to protect employee health. Adjustments such as increasing ventilation and outside air levels, extending operating hours, and reducing occupancy pose new challenges for energy conservation. With atypical use at Port facilities in 2020, 2021, and possibly extending further, the Port has estimated electricity meter readings of its submeters and delayed conducting additional waste audits at facilities in the Maritime Solid Waste Management Plan. The impact of the pandemic on the Port's emission forecasts is unknown. Emissions forecasts and Plan recommendations will be updated as new information becomes available. 8 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 More significant is the pandemic's impact on Port revenue and regional economic growth. A prolonged pandemic and recovery could make it harder for the Port and maritime industry to make the investments needed to achieve the Plan's objectives. Roles, Responsibilities, and Collaboration The Port has indirect control over the Maritime Activity emissions associated with ships, harbor vessels, trains, and equipment. While the Port can leverage lease terms and tariffs to require action, collaboration, partnerships, funding support, or joint programs will be essential to achieve the 2050 vision. The Port's internal roles and responsibilities include: Port Executive Leadership involvement is critical to advocate for investments and sponsor projects that align with the recommended actions in this Plan. The Maritime Environment & Sustainability Department will coordinate Plan development, implementation, updates, monitoring, and reporting. Other Port departments will be instrumental in developing strategies putting them into their capital budgets to drive action, including Marine Maintenance; Seaport Finance; Seaport Project Management; Capital Services; Economic Development; Asset Management and Real Estate; External Relations; Human Resources; Office of Equity, Diversity, and Inclusion; and others. The most important aspect of implementation, however, is collaboration. The Port cannot fully implement the Plan alone. Collaboration throughout the region and with a coalition of partners is essential. The Port will continue to collaborate with the NWSA, Port of Tacoma and Port of Vancouver (Canada) to implement the 2020 Strategy. Collaboration with NWSA is particularly important for coordinated engagement and action on the SWCES and in the Duwamish Valley where NWSAoperated container cargo terminals in Elliott Bay are a source of local air emissions.23 The Port will also continue to engage partners and support partnerled efforts across the port network, including with port tenants, industry, governments, nongovernmental organizations, and nearport communities. Engagement on Implementing the Plan As the Port works to implement the strategies and actions identified in the Plan, ongoing engagement with tenants, industry, and nearport communities is critical to successful implementation. Industry engagement Engagement with Port tenants, terminal operators, and maritime industries is a key focus of implementation. The Port will work with equipment owners and operators to understand energy requirements, infrastructure needs, and technology constraints. Industry engagement is also an 23 These operations were formerly managed by Port of Seattle but are now overseen by NWSA. 8 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 opportunity to identify leaders willing to work with the Port to advance the Plan through zeroemission technology pilots, early investments in clean technologies and by sharing lessons learned with others. Community engagement and partnership As discussed in the Introduction, nearport communities bear a disproportionate burden of air pollution exposure and environmental health disparities. In Seattle, this disproportionate burden is particularly evident in the Duwamish Valley, where the life expectancy of residents is over a decade shorter than that of wealthier neighborhoods in north Seattle.24 When implementing the Plan, the Port will work with the Port Community Action Team, community organizations, and others to identify an equitable and accessible process to continue to engage and involve nearport communities, promote community capacitybuilding, identify communitybased performance metrics related to the Port's plans, and build accountability and transparency around actions, investments, and outcomes. To advance this commitment, the Port will take the following actions in collaboration with the NWSA and Port of Tacoma: Produce and broadly disseminate a regular update on clean air strategy implementation, beginning in the first quarter of 2022 Support the completion and amplification of a "Clean Air & Climate Community Resource Guide" let by the NWSA by September 2022 Collaborate with nearport residents and communities to develop and begin implementation of ongoing engagement and partnership program by the end of 2022 Prioritizing Actions for Implementation Actions proposed in the Plan will be evaluated and prioritized for implementation based on equity impacts and benefits, sustainability, and cost, as described below. Sustainable Evaluation Framework The Sustainable Evaluation Framework is a set of criteria for capital project development that the Port adopted in 2020 to assist in achieving its sustainability goals, including the goals of reducing GHG emissions and air pollution. Capital projects, future infrastructure investments, and operational decisions proposed in this Plan will undergo the Sustainable Evaluation Framework review process. The project design and delivery that factors in environmental outcomes, climate resilience, lifecycle emissions and costs, equity, improved community health, and positioning the Port as a leader. 24 Duwamish River Cleanup Coalition, Cumulative Health Impacts Analysis (CHIA). 8 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Equity Index The Port's Office of Equity, Diversity, and Inclusion is developing an equity index to map environmental pollution burdens on socially vulnerable communities by census tract. This tool together with the Washington Environmental Health Disparities Mapwill ensure an equity approach to prioritize emission reduction actions in areas that experience higher exposure to environmental hazards and environmental health disparities, including the Duwamish Valley. Cost estimates and cost Sample view of Port of Seattle Environmental Equity Map, displaying benefit analysis environmental health and social indicators ranked from least burdened (lighter blue) to most burdened (dark blue). The strategies identified in this Plan outline the highlevel actions, investments, and recommendations the Port must evaluate to achieve its vision. Focused resources will be needed to implement the Plan, including consistent annual funding and capital planning. Implementation will require holistic evaluation of benefits and costs. Per the Port's Sustainable Evaluation Framework policy, cost estimates and cost benefit analyses will be developed each year for upcoming projects and actions that meet certain thresholds typically projects with high cost, high sustainability potential, or both. Other costrelated criteria such as simple payback, lifecycle cost, cost per MT CO2, or total cost of ownership may also be required to evaluate and prioritize strategies and actions. 8 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Table 4. 5Year Implementation Cost Estimates. The following table summarizes cost estimates for select projects to implement Plan strategies and actions within the first five years. The capital project cost estimates are projects budgeted in the Port's fiveyear Capital Improvement Plan and represent planning level estimates. The costs are estimated over five years and do not represent the total cost of investment needed to achieve all of the strategies and actions identified. The estimates do not include the full cost of staff time or external costs to industry or others, and do not reflect cost savings or cost recovery opportunities from the investments (e.g., saving on energy or fuel costs) or grant funding. Cost Estimate Project Plan Strategy 20212025 Capital Projects (approved and prospective) Shore power at Pier 66 Cruise Terminal by OGV1: By 2030, install shore 2023 power at all major Port of $14,100,000 Implementation cost is net after grant funding Seattle cruise berths HV1: By 2030, sufficient Install new shore power capacity for tugs infrastructure is in place to $485,000 at Harbor Island Marina's "E" Dock enable adoption of zero emission harbor vessels HV1: By 2030, sufficient Upgrade shore power and electrical infrastructure is in place to $1,500,000 capacity for fishing vessels at Terminal 91 enable adoption of zero emission harbor vessels HVAC upgrades Pier 66, World Trade BC1: Eliminate fossil natural gas $4,600,000 Center West Install LED lighting in all waterfront BC3: Install energy efficient $3,700,000 properties lighting Purchase energy management BC6: Streamline and advance $700,000 software for waterfront properties energy data management FV2: Deploy electric vehicle Install electric vehicle charging stations at charging across Port waterfront $850,000 waterfront locations properties 5year Fleet Replacement for Maritime, FV4: Rightsize vehicles and Economic Development Division, and $9,600,000 fleet Pier 69 Nearterm implementation of the Seattle Waterfront Clean Energy Strategy XS1: Seattle Waterfront Clean Estimated capital costs; investments could include pilot projects, studies, or infrastructure Energy Strategy $500,000 upgrades. Implementation costs may vary significantly and may also include grant funding support 8 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Cost Estimate Project Plan Strategy 20212025 Capital Projects Subtotal $36,035,000 Programmatic Projects Completion of the Seattle Waterfront XS1: Seattle Waterfront Clean $200,000 Clean Energy Strategy Energy Strategy National Renewable Energy Lab study at BC5: Maximize use of $75,000 Terminal 91 renewable energy Sustainable Evaluation Framework Cross sector $150,000 OGV2: Support domestic and international efforts to phase Sustainable Maritime Fuels Program $250,000 out emissions from ocean going vessels OGV2: Support domestic and Domestic and international maritime international efforts to phase $150,000 environmental policy engagement out emissions from vessels Noncapital outside services Programmatic projects may include an inventory of maritime leases and development of green lease terms, building energy audits, CrossSector $1,900,000 cruise emissions research, completing the Puget Sound Maritime Air Emissions Inventory, and community and industry engagement. Programmatic Subtotal $2,725,000 TOTAL $38,760,000 Costbenefit will be one of the criteria to prioritize and recommend strategies for implementation. However, the magnitude of GHG reduction, partnership potential, implementation difficulty, co benefits, equitable distribution on benefits, and technology development will also be considered. For example, employee communication and education can be relatively low cost and easy to implement, but the potential for GHG reduction from education is limited. In contrast, eliminating use of fossil natural gas is relatively expensive and difficult to implement since it requires replacing multiple HVAC systems, but it has the greatest potential to reduce GHG emissions from the Port's building and campus energy sector. 8 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Figure 26. Estimated GHG reductions and implementation difficulty for select strategies The strategies in the Plan are distributed according to relative emission reduction and implementation difficulty. Implementation difficulty incorporates cost, technology maturity, and the Port's control over the emissions and implementation of the strategy. Methodology is discussed in Appendix C, and implementation and reduction objectives are discussed in Appendix A. Continuous Improvement of Emissions Data The Plan relies on emissions inventory data to assess emission trends, progress toward the Port's GHG reduction targets, and estimate the impacts of implementing various emission reduction strategies. As more information becomes known about emission sources, the Port may revise inventory results for the baseline, current, or future years to fill data gaps in past inventories and provide a clearer picture of emission trends and target levels needed to meet its 2030 and 2050 goals. Emissions forecasts will be reanalyzed to include the impacts of the COVID19 pandemic once more information is available. Emission inventories may also be expanded to include new sources where data was not previously available, such as trucks and buses not previously inventoried, and a more accurate assignment of emissions from building energy used by tenants. 8 7 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 New information on activities that result in emissions may also be collected. For example, ongoing engagement may yield communitybased knowledge and data sources such as air monitoring studies, which can inform Plan implementation. Lifecycle emissions, which have not been accounted for in emissions inventories to date, will be evaluated when implementing this Plan. In alignment with the 2020 Strategy, the Port recognizes the importance of evaluating lifecycle to ensure that the full emissions impact of alternative fuel and energy options are considered and reduced. Accountability Framework Performance metrics The Plan includes a set of performance metrics that will be used to measure success and annual progress in meeting targets and objectives. The metrics for each sector are listed in Appendix A. Additional metrics may be identified through ongoing engagement with nearport communities to help track and measure progress. Annual progress reporting The Port will provide a public reportout annually to highlight progress relative to the metrics and targets, implementation actions, and achievements over the past year, and provide a preview of the year to come. To the extent practicable, progress reporting will be coordinated with the NWSA to provide a comprehensive overview of emission reduction actions in the Seattle harbor. In addition, the Port will collaborate with the NWSA, Port of Tacoma, and Vancouver Fraser Port Authority to produce an annual progress report on the overarching Northwest Ports Clean Air Strategy. This joint report will outline progress toward the shared vision, objectives, and actions outlined in the 2020 Strategy. Adaptive management The Port will take an adaptive management approach to monitoring, reporting, and reviewing the Plan, which is consistent with the 2020 Strategy framework. As advancements in technology, policy updates, and funding opportunities occur, the Port will change course or advance timelines and actions as needed. The adaptive approach also applies to the performance metrics set in this Plan, which will be reviewed and updated throughout implementation to ensure they remain relevant. The Port will employ the adaptive management approach to monitor results and identify necessary updates on the following schedule: Annually Conduct internal Maritime GHG inventory of Port Administration sources. Conduct an annual review of implementation efforts to review progress on each action, identify lessons learned, and update the actions and timeframes as needed. Every five years Participate in the Puget Sound Maritime Air Emissions Inventory which covers Maritime Activity emissions of air pollutants and GHGs. The next Puget Sound Maritime Air Emissions Inventory 8 8 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 will cover the year 2021. Review the 2020 Strategy vision, objectives, and metrics in collaboration with participating ports. As needed Update the GHG inventory baseline as new data is obtained, additional emissions sources become relevant, or when new inventory methodologies or emission factors become available. Update the Plan using new inventory data, progress to date, new targets, new strategies, and new actions with a longer planning horizon as technology, policy, or funding evolves, or at least every 5 years. CONCLUSIONS When the Port developed the Northwest Ports Clean Air Strategy with Port of Tacoma and Port of Vancouver 14 years ago, it was the first international collaborative effort of its kind in the port community. At the time, the Strategy's aim to put environmental performance above the competitive interests of the ports was a bold step. Yet, more than a decade later, the Strategy has achieved deep reductions in air pollution across the ports' shared airshed. Today, climate change is recognized to be the challenge of our lifetime. At this critical juncture, transformative changes on a global scale are urgently needed to prevent the most devastating effects of a warming planet, and ports have a key role to play in this transformation. The Port, along with the 2020 Strategy partners, is committed to phasing out emissions by 2050, setting a new level of ambition that recognizes the urgency of the climate crisis and the disproportionate impact of local air pollution on nearport communities. This Plan charts a course for the Port to advance the vision of the 2020 Strategy. GHG emissions from Port Maritime Administration sectors including building and campus energy, fleet vehicles and equipment, employee commutes, and solid waste are not declining, despite noteworthy progress in some areas. Greatly intensified efforts over the coming decade are needed to reduce emissions. For Maritime Activity sectorsoceangoing vessels (cruise and grain ships), harbor vessels, cargohandling equipment, trucks, and railGHG and DPM emissions have declined since 2005. However, additional action is needed to continue the course to zero emissions even as seaportrelated trade is projected to grow in the coming years. The strategies and actions identified in the Plan can meet the Port's GHG reduction targets and keep on track to phase out emissions by 2050. We cannot succeed in our vision alone. The Port has limited influence over the sectors that contribute the most emissions, and zeroemission pathways for some sectors are yet to be determined. Successful implementation will require significant collaboration across the port network. It will require the development and demonstration of new technologies and fuels for maritime applications; investment from ports, industry, government, and external funders; and regulations and policy incentives to foster new markets and drive the transition to zeroemission operations. As we embark on this course to 2050, the Port looks forward to working with other ports, industry, communities, governments, nonprofits, and other partners to eliminate maritimerelated emissions, create a sustainable, vibrant, and equitable maritime industry in Seattle, and become the greenest Port in North America. 8 9 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 APPENDIX A | PERFORMANCE METRICS Northwest Ports Clean Air Strategy Reporting Metrics The Port will report on the following metrics identified in the 2020 Strategy as part of annual reporting requirements. These metrics apply to Maritime Activity sectors and a subset of Port Maritime Administration sectors: Building and Campus Energy and Fleet Vehicles and Equipment. Sector Metrics Targets / Objectives Absolute emissions (GHG, black carbon, DPM, PM2.5, SOx, NOx, Vision: phase out to zero emissions for all GHG and Overall VOC, CO) air pollutants by 2050 emissions^ Port, federal and state/provincial GHG targets 2030, Percent change in GHG emissions relative to 2005/2007/2010 2050 GHG emissions per MT of cargo moved Continuous improvement Efficiency ^ Impact of supplychain efficiency programs on emissions, as Information only available Percent of terminals with sufficient infrastructure in place to 100 percent by 2030 Infrastructure support uptake of zeroemission CHE, trucks, rail, harbor vessels Total investments in zeroemission infrastructure Information only Percent vessel calls with Tier 3 marine engines, cleaner fuel, or other emissionsreduction technologies while underway (e.g., wind Continuous improvement or battery assistance) Oceangoing Percent major cruise and container berths with shore power Vessels 100 percent by 2030 installed Percent of shorepowercapable ships that plug in and percent of Continuous improvement total ships that plug in to shore power Percent of CHE that meets Tier 4 emission standards (in progress) 80 percent of CHE meets Tier 4i equivalent by 2020 ** Cargo handling Percent zeroemissions CHE adopted 100 percent by 2050 Equipment Total cost of ownership of zeroemissions CHE relative to diesel CHE Information only A - 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Sector Metrics Targets / Objectives Percent of container trucks that meet or surpass U.S. EPA standards 100 percent of container trucks meet or surpass U.S. for model year 2007 for particulate matter (in progress) EPA standards for model year 2007 by 2017 * Trucks Percent zeroemissions container trucks adopted 100 percent by 2050 N/A *** Total cost of ownership of zeroemissions container truck relative to Information only diesel truck Percent renewable fuels adopted Information only Percent tugs by tier level Information only Percent commercial vessels with hybrid engines or using renewable Harbor Information only fuels Vessels Percent zeroemissions commercial vessels 100 percent by 2050 Total cost of ownership of zeroemissions tug relative to diesel tug Information only Percent of unregulated engines known to be upgraded (in progress) 20 percent upgraded by 2020, relative to 2013 * Rail Percent switcher engines that use renewable fuels Information only Percent zeroemissions switcher engines adopted 100 percent by 2050 Absolute GHG emissions from buildings and lighting Zero by 2050 Port Percent of lightduty passenger fleet vehicles that are zero Administration 100 percent by 2030 emissions or use renewable fuels & Tenant Facilities Percent of entire port authority fleet (including all vehicles, 100 percent by 2050 equipment, vessels) that are zeroemissions ^ Overall emission and efficiency metrics will be reported to coincide with port emission inventories. Currently emission inventories are completed every five years, with the next inventory years planned for 2020 (Vancouver), and 2021 (US Ports). * Existing metrics that have not yet been met from the 2013 Northwest Ports Clean Air Strategy and remain relevant. Ports will continue to track progress until they are met. ** The Port has met this target. *** The 2020 Strategy metrics are limited to container trucks that move cargo to and from marine terminals. Container trucks operating in Seattlearea terminals are associated with the Northwest Seaport Alliance rather than the Port of Seattle, so the metrics listed are not applicable. This Plan expands the definition of trucks to include shuttle vans on cruise terminals, buses providing ground transportation for cruise passengers, and heavyduty trucks that serve cruise ships and commercial fishing fleet. The Port may establish truckrelated metrics after evaluating these sources. A - 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Port Maritime Administration Reporting Metrics In addition to the metrics above, the Port will share findings from its annual Maritime GHG Emissions Inventory, which measures emissions annually for Port Maritime Administration sources. Because the Plan includes sources outside of the scope of the 2020 Strategy, the Port has identified additional reporting metrics specific to the Port Maritime Administration sectors. Sector Metrics Targets / Objectives Port of Seattle Century Agenda: Annual Scope 1,2 3: 50 percent below 2005 levels by 2030 Maritime GHG Percent change in absolute GHG emissions by sector and GHG Scope, Scope 1 & 2: (currently) carbonneutral or carbonnegative Emissions relative to 2005/2007 levels by 2050, or (under consideration) netzero or better by 2040 Inventory Scope 3: (currently) 80 percent below 2007 levels by 2050, or (under consideration) carbonneutral by 2050 Percent change in fossil natural gas use (therms) relative to 2005/2007 levels Percent change in electricity use (kWh) relative to 2005/2007 levels Port of Seattle Century Agenda: Building & Percent of total energy use (MMBtu) that is renewable energy Campus Energy Meet all increased energy needs through conservation and kWh of renewable energy generated renewable sources Annual change in Energy Use Intensity by building type for buildings over 20,000 sqft Percent of lightduty passenger fleet vehicles that are zeroemissions or use renewable fuels 2020 Strategy: 100 percent of lightduty passenger fleet vehicles are zero Fleet Vehicles Percent of liquid and gaseous fuel purchased that is renewable emissions or use renewable fuels by 2030; 100 percent of & Equipment Percent of entire fleet (including all vehicles, equipment, and vessels) that entire fleet is zeroemission by 2050 is zeroemission A - 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Sector Metrics Targets / Objectives Drive alone rate at CTRaffected worksite (Pier 69)25 Continuous improvement Employee Commuting Percent of employees utilizing telework or flexible work arrangements at Continuous improvement CTRaffected worksite (Pier 69) Percent change in absolute waste tonnage relative to 2007 level Solid Waste Continuous improvement Percent of solid waste tonnage recycled or composted Habitat Port of Seattle Century Agenda: Restoration & Number of acres of habitat restored (Portwide) Carbon Restore, create, and enhance 40 additional acres of habitat in Sequestration the Green/Duwamish habitat 25 2020 Northwest Ports Clean Air Strategy: 100 percent of lightduty passenger fleet vehicles are zeroemission or use renewable fuels by 2030 A - 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 APPENDIX B | EMISSIONS INVENTORIES Port of Seattle GHG Emissions Inventories An emissions inventory estimates the amount of air pollutant or GHG emissions from a source or operation, using globally recognized protocols. 26 These protocols define three types (scopes) of emissions. Scope 1 GHG emissions are direct emissions from sources that are owned or controlled by the organization Scope 2 GHG emissions are indirect emissions from sources that are controlled by the organization Scope 3 GHG emissions are from sources not owned or directly controlled by the organization Activity levels (such as hours of operation, power load, miles traveled) are multiplied by emission factors to calculate the amount of pollutant emitted. Results are typically expressed in MT per year of the relevant air pollutant. GHG inventories usually report results for individual GHGs, or in carbon dioxide equivalents (CO2e) per year. CO2e is a composite measure of various GHG based on their global warming potential, which converts all GHG to the equivalent amount of CO2. Two Categories of Emissions and Two Types of Inventories The Port's maritimerelated emissions fall into two distinct categories and each category is inventoried in a separate manner. Results from both inventories have been consolidated to form a complete picture of maritimerelated emissions. Table B1. Port air and GHG emission categories, sectors, and inventory methods Category: Port Maritime Category: Maritime Activity Administration (Scope 3) (Scope 1, 2, or 3 as noted) Sectors: Sectors: Oceangoing vessels Portowned building & campus energy Harbor craft (includes tugs, commercial (includes tenantoccupied space) fishing vessels and recreational vessels) Portowned fleet vehicles & equipment Locomotives Port employee commuting (Scope 3) Cargohandling equipment Solid waste (Scope 3) Employee business Cruise buses on terminals air travel (Scope 3) 26 Greenhouse Gas Protocol, Corporate Accounting and Reporting Standard. B - 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Category: Port Maritime Category: Maritime Activity Administration (Scope 3) (Scope 1, 2, or 3 as noted) Inventory Method: Inventory Method: Port of Seattle emissions extracted from Maritime internal GHG inventory per Puget Sound Maritime Air Emissions Greenhouse Gas Protocol Corporate Inventory Reporting Standard Conducted every 5 years, including 2005 Conducted annually, including 2005/2007 baseline, 2011, and 2016 baselines, 2011, 2015 and beyond Includes air pollutants and GHG GHG only Covers air pollutants and GHG The Maritime Activity category includes externally controlled ships, harbor craft, recreational vessels, locomotives, vehicles, and cargohandling equipment that are associated with the Port cruise terminals, grain terminal, and marinas. The Port is the hub for these sources but has limited influence over them. The Port has collaborated with other ports, agencies, and organizations to conduct a regional inventory of these sectors the Puget Sound Maritime Air Figure B1. U.S. portion of the Georgia BasinPuget Sound Emissions Inventory International Airshed used for emission inventory and emission (Inventory) on a 5year reduction planning for Maritime Activity emissions (not applicable to cycle.27 The Inventory was Port Maritime Administration emissions). conducted for calendar years 2005, 2011, and 2016. The next Inventory will be conducted for the year 2021. The Inventory quantifies emissions for criteria air pollutants as well as CO2e and black carbon (soot).28 Results are 27 Puget Sound Maritime Air Forum, 2016 Puget Sound Maritime Air Emissions Inventory. 28 The CO 2e emissions reported in the Inventory include CO2, methane, and nitrous oxide; these are the GHG pollutants associated with maritime industry fuels. Because Port of Seattle uses CO2 as the indicator pollutant to track progress, the CO2e values reported in the Inventory are treated as surrogates for CO2 value in Port reporting. B - 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 compiled by port and by sector. Maritime Activity GHG emissions for years 2005, 2011, and 2016 have been extracted from the Puget Sound Maritime Air Emissions Inventory inventories and combined with emission totals for Port Maritime Administration sources. The Port Maritime Administration category includes facilities, equipment, and associated activities that the Port can control directly or guide in its role as property owner, landlord, and employer. The sectors that fall under this category are Portowned buildings including office buildings, maintenance shops, marinas, terminals, commercial and industrial rental properties, and conference centers; Portowned fleet vehicles, equipment, and vessels; solid waste from Portowned facilities; Port employee commuting; and Port employee business air travel. Collectively these sectors contribute 6 percent of emissions. Port Maritime has conducted internal GHG inventories of annual Port Maritime Administration emissions for 2005 and 2007 (baseline years), 2011, and annually from 2015 on. The maritime inventories report GHG emissions in Metric tons CO2.29 These inventories follow the Greenhouse Gas Protocol Corporate Reporting Standard but have not been thirdparty verified.30 Data Quality Both the Inventory and internal Maritime GHG inventories use a mix of sourcespecific data and surrogate data (estimated activity and/or emissions). Because the Inventory is only conducted every 5 years, emissions from Maritime Activity in noninventory years are assumed to be static until the next inventory cycle. For the internal Maritime GHG inventories, surrogate data from the closest year was used to fill in missing years' information. There was less data available for the baseline years of 2005 and 2007, thus requiring use of surrogate data for some sectors. In subsequent years, data quality has improved, and the Port has identified additional tenantmanaged properties to include as Scope 3 sources. The Port has a wide variety of utility meters and submeters throughout its building and facilities and in some cases, multiple users share a single meter. When direct energy use by tenants is unknown, that usage is considered "Portmanaged" energy use and is attributed to the Port as a Scope 1 or Scope 2 source. Energy metered directly to individual tenants is considered "tenantmanaged" use, which is classified as a Scope 3 source. This data limitation results in an overestimation of GHG emissions from campus energy that is attributed to the Port vs. tenants. 29 The Port Maritime internal GHG inventories use is CO 2 as the indicator pollutant. For the solid waste and employee commute sectors, modeling methodologies report results in CO2e, which the Port applies as a surrogate value for CO2. 30 Greenhouse Gas Protocol, Corporate Accounting and Reporting Standard. B - 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Table B2. Port of Seattle Maritime GHG emissions 2005 2019 in metric tons CO2. Inventories were completed for the Port's Century Agenda milestone years only, and then annually from 2015 (i.e., 2005, 2007, 2011, and annually from 2015). Baseline^ GHG (2005*/ 2011* 2015 2016* 2017 2018 Scope 2019 2020^^ 2007) Maritime Activity** Oceangoing vessel transit 3 59,159 73,573 73,753 45,383 45,383 45,383 45,383 45,383 Oceangoing vessel hotel/maneuver 3 11,732 13,517 13,517 13,156 13,156 13,156 13,156 13,156 Harbor craft 3 2,967 3,726 3,726 4,083 4,083 4,083 4,083 4,083 Recreational vessels 3 7,867 6,854 6,854 6,701 6,701 6,701 6,701 6,701 Locomotives 3 7,545 6,239 6,239 4,540 4,540 4,540 4,540 4,540 Cargohandling equipment 3 3,926 407 407 354 354 354 354 354 Cruise buses on terminals 3 13 13 13 15 15 15 15 15 subtotal 93,208 104,329 104,329 74,231 74,231 74,231 74,231 74,231 Port Maritime Administration Building electricity, Portmanaged 2 449 146 452 281 289 299 295 296 Building electricity, tenantmanaged 3 797 207 767 439 536 520 547 382 Building natural gas, Portmanaged 1 593 530 606 689 843 1,061 1,261 1,009 Building steam, Portmanaged 2 348 365 0 0 0 0 0 0 Remediation propane 1 0 0 0 0 0 0 101 180 Vehicle fleet 1 867 694 820 802 871 986 888 538 Solid waste** 3 139 139 139 185 188 190 198 93 Employee commuting** 3 1,021 1,282 1,345 1,392 1,305 1,335 1,254 560 Employee air travel** 3 100 100 100 86 86 125 125 15 subtotal 4,312 3,463 4,229 3,875 4,118 4,517 4,669 3,075 Air travel offsets*** 0 0 0 (86) (86) (125) (125) (15) net Port Admin. 4,312 3,463 4,229 3,789 4,032 4,392 4,544 3,060 NET EMISSIONS 97,520 107,792 108,558 78,020 78,263 78,623 78,775 77,291 B - 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 ^ Baseline value noted (2005 is baseline year for Scope 1 and 2 sources, 2007 is baseline year for Scope 3 sources) ^^ 2020 values do not represent typical emissions due to impacts of the COVID19 pandemic on Port operations, and have not been included in GHG emission projections included in this Plan * Inventory years for the Puget Sound Maritime Air Emissions Inventory ** Emissions from this category were calculated in CO2e; this is proxy for the CO2 totals reported here *** The Port of Seattle began buying carbon offsets for business air travel emissions in 2016 B - 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Table B3. Maritime Activity air pollutant emissions for 2005, 2011, and 2016 in tons/year.31 Maritime Activity air pollutant emissions for years 2005, 2011, and 2016. * NOx VOC CO SO2 PM10 PM2.5 DPM BC 2016 Oceangoing vessels 1,174 41 102 41 23 21 22 1 Harbor craft 75.7 2.40 12.51 0.04 2.49 2.29 2.49 1.76 Recreational vessels 52.4 94.0 657.9 0.1 2.0 1.8 0.3 0.5 Locomotives 61.6 2.7 13.1 0.1 1.6 1.5 1.6 1.2 Cargohandling equipment 6.0 1.1 18.0 0.0 0.3 0.3 0.3 0.2 Heavyduty vehicles 0.3 0.0 0.1 0.0 0.0 0.0 0.0 0.0 Fleet vehicles 0.9 0.2 3.6 0.0 0.0 0.0 0.0 0.0 2016 total 1,370.6 141.6 807.6 41.4 29.0 27.2 26.9 4.9 2011 Oceangoing vessels 1,729.2 57.8 137.4 1,335.2 166.2 132.8 164.1 4.0 Harbor craft 68.4 2.34 10.47 0.04 2.72 2.50 2.73 1.93 Recreational vessels 57.5 135.4 826.6 0.1 2.8 2.6 0.4 0.6 Locomotives 107.8 6.1 18.0 1.0 4.0 3.6 4.0 2.8 Cargohandling equipment 5.3 0.9 20.7 0.0 0.2 0.2 0.2 0.1 Heavyduty vehicles 0.4 0.0 0.1 0.0 0.0 0.0 0.0 0.0 Fleet vehicles 1.3 0.3 5.0 0.0 0.0 0.0 0.0 0.0 2011 total 1,970.0 202.8 1,018.2 1,336.3 175.9 141.7 171.4 9.6 2005 Oceangoing vessels 1,506.6 51.6 120.8 981.4 141.6 113.0 139.7 3.4 Harbor craft 57.8 1.83 7.57 6.08 2.52 2.32 2.52 1.79 Recreational vessels 56.1 198.2 1,221.4 1.8 4.2 3.9 0.5 0.9 Locomotives 172.0 8.3 22.8 13.9 4.8 4.4 4.8 3.4 Cargohandling equipment 33.3 34.8 1,133.9 0.8 1.9 1.8 1.6 1.2 Heavyduty vehicles 0.5 0.0 0.1 0.0 0.0 0.0 0.0 0.0 Fleet vehicles 2.6 0.7 11.3 0.0 0.0 0.0 0.0 0.0 2005 total 1,829.0 295.4 2,518.0 1,004.1 155.0 125.4 149.2 10.7 *Key to abbreviations in column headers: NOx: nitrogen oxides PM10: particulate matter 10 micrometers or less in diameter VOC: volatile organic compounds PM25: particulate matter 2.5 micrometers or less in diameter CO: carbon monoxide DPM: diesel particulate matter SO2: sulfur dioxide BC: black carbon 31 Puget Sound Maritime Air Forum, 2016 Puget Sound Maritime Air Emissions Inventory. Excerpt from Tables 9.59 and 9.60. B - 6 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 APPENDIX C | EMISSIONS PLANNING ASSUMPTIONS The Plan includes GHG and DPM emissions forecasts for both a noaction (businessasusual) scenario and an action (emission reduction) scenario, as discussed below. It is important to note that neither the businessasusual (BAU) or action scenarios include the short or longterm impacts of COVID19 on port operations or the maritime industry. The emissions forecasts should be revisited periodically to ensure that they reflect new information about the impacts of COVID19, as well as changes in port business trajectories and the development of new technologies, policies, and regulations. BusinessasUsual Forecasts Each emissions forecast includes an emissions projection under a BAU scenario against which the impact of proposed actions is measured. The Port's consultant team reviewed standard GHG emission inventory protocols and did not find an explicit forecasting methodology for projecting BAU emissions. Analysis of fifteen climate action plans or emissions analyses for port or government entities found variation in data and assumptions used to estimate future changes in activity. For example, city or county community based emissions forecasts tended to be based on population and/or gross domestic product projections, and port maritime emissions forecasts tended to be based on cargo volume projections or data from business plans. Emission forecasts of government operations (analogous to Port Maritime Administration operations described in this Plan) tended to be based on historical trends and/or planned updates to services. Some, but not all, climate action plans included regulatory changes in the BAU forecast, such as mandated low carbon fuels, engine improvements, or increased use of renewables in the energy portfolio that would occur independent of implementation of the Plan. Based on this research, the Plan takes a hybrid approach: Maritime Activity sector BAU emissions (oceangoing vessels, cargohandling equipment, trucks, harbor vessels, and rail) are forecasted based on industry trends; and Port Maritime Administration sector emissions (building and campus energy, fleet vehicles and equipment, employee commuting, and solid waste) are forecasted based on historical trends. The approach assumes that no additional regulatory changes or emission reduction efforts will be made under the BAU scenario. However, the emission reduction projections do account for the impacts of known or expected policy changes, as discussed below under action scenario forecasts. Port Maritime Administration BAU forecast For Port Administration sources, the BAU scenario assumes Port operations will grow linearly according to observed historical GHG emissions trends for each of the sectors between the years 20052019. The analysis resulted in the following annual growth forecast for Port Administration BAU emissions from 20202030: Building and Campus Energy: 1.8 percent Fleet Vehicles and Equipment: 2.2 percent Employee Commuting: 1.0 percent Solid Waste: 2.2 percent C - 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 The BAU projection does not account for specific future policy changes; it assumes that the Port would continue its historical trajectory without any additional emission reduction efforts. BAU assumptions do, however, incorporate the emission reductions achieved across sectors since the baseline year, such as improvements to buildings, vehicle modernization, policy changes and others. This decision, to project BAU emissions based on historical GHG emission trends, takes a conservative approach to the emissions forecasting and is a methodology consistent with other governments' operational emissions forecasts. It is also important to note that emissions from Port Administration sources in the Plan are forecasted over a tenyear time horizon from 20202030. Over this period, known regulatory changes in state policy, such as the Clean Energy Transformation Act32, will not yet require reduction in emissions. Maritime Activity BAU forecast Most port climate action plans forecast emissions from Port Activity sectors based on cargo throughput projections. Since a cargo throughput metric is not applicable for Port of Seattle's unique emissions portfolio, which includes cruise, grain, commercial fishing and recreational boating, the Plan uses a composite annual growth rate based on research of industry trends in each applicable sector. A composite annual growth rate of 1.9 percent was used for both the GHG and DPM emissions wedge analyses and developed with guidance from the Port's business units. The composite rate was calculated based on industry growth trends for each sector and weighted by the relative contribution of each sector to GHG and DPM emissions. The following sources were used to forecast industry growth trends: BST Associates, 2017 Marine Cargo Forecast and Rail Capacity Analysis Report (2017) prepared for the Washington Public Ports Association and the Washington State Freight Mobility Strategic Investment Board provides estimated growth for grain exports through Puget Sound ports. BST Associates, PCC 45th SemiAnnual Conference: What lies ahead? Is your marina preparing for the future or just satisfying today's needs? (2019) provided the outlook for recreational boating. McDowell Group, Modernization of the North Pacific Fishing Fleet Economic Opportunity Analysis (2016), prepared for Port of Seattle and the Washington Maritime Federation, provided the outlook for commercial fishing. Port Maritime staff provided a cruise forecast that is subject to change. The Port Activity BAU forecasts assumes GHG emissions will increase proportionate to the rate of business growth. It does not include an explicit assumption about the impact of new technology or emission standards in the future, such as the emission reduction potential from the natural attrition of older equipment and replacement with newer, cleaner models. In this way, it also represents a conservative, 'worstcase' assumption where the main driver for change in emissions under the BAU scenario is projected growth in portrelated industries based on research and consultation with Port business units. For example, the cruise forecast included an increase in the number of cruise calls between 20202050. 32 Under the Clean Energy Transformation Act, all utilities must supply Washington customers with 100 percent renewable or nonemitting electricity by 2045. C - 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Action Scenario Forecasts Each emissions forecast also incorporates an action scenario that estimates the emission reduction potential from implementing select strategies identified in the Plan, as discussed below. Port Maritime Administration action forecast For Port Maritime Administration sectors, the Plan includes estimated potential emission reductions on a strategybystrategy basis. Reductions were calculated using Portspecific knowledge and data, as well as publicly available literature. The analyses include factors such as activity levels, energy usage, and timing of strategy implementation. When a strategy required substituting one energy source for another, the estimate reflects the net decrease in in emissions. The following assumptions were used in estimating emission reductions from 20192030 for each sector: Building and Campus Energy sector Number and timing of energy projects are based on capital plan or typical equipment lifespan Eliminating natural gas includes 12 percent energy equivalent replacement with electricity 2019 emissions factor for electricity is assumed to remain constant to 2030 Fleet Vehicles and Equipment Number and timing of vehicles and equipment upgrades to loweremission models is based on the Port's fleet replacement schedule Biogenicbased portion of renewable fuels is treated as zeroemission per GHG inventory protocols Employee Commuting Progressive increase in telework days and drivealone trips resulting from strategies identified in the Port's Commute Trip Reduction Plan Solid Waste Progressive reduction in solid waste being landfilled resulting from strategies identified in the Port's Maritime Solid Waste Management Plan Maritime Activity action forecast For Maritime Activity sectors, the Plan includes potential emission reductions based on Portspecific knowledge and data, as well as publicly available literature. In addition, the action scenario includes the impact of vessel efficiency improvements resulting from regulatory mandates that are in force or being developed by the IMO. For other Maritime sectors, the analysis assumed a theoretical straightline reduction to zero emission by 2050 that is needed to meet the goal set in the 2020 Strategy. The following assumptions were used in estimating emission reductions from 2019 2050 for each sector: Oceangoing vessel sector GHG and DPM emission reductions for shore power are based on operational data provided by cruise lines, and emissions data from the Puget Sound Maritime Air Emissions Inventory C - 3 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Assumes 100 percent of homeport vessels are shore powerequipped with a 100 percent shore power connection rate by 2030 The current IMO mandate for new ships to be 30 percent more energy efficient will not be fully realized until 2050, due to long operational life of oceangoing vessels An additional IMO strategy to reduce GHG emissions from shipping by 50 percent (this includes the 30 percent efficiency mandate above) by 2050 is expected to begin taking effect by 2030, ramping up by 2050 All other Maritime Activity sectors Analysis assumes a theoretical straightline reduction to zero emissions by 2050 needed to phase out emissions (pathways still be determined) Strategy Ease and Effectiveness Comparison Figure 26 in the Plan displays the relative ease and effectiveness of implementing select strategies. (Only strategies with quantified GHG emission reduction potential were included.) The strategies were assigned scores based on their annual emission reduction potential in 2030. They were also assigned scores according to the relative implementation difficulty, which incorporates cost, technology readiness, and the Port's level of control over the emissions. The following strategy evaluation rubric was used to assign ease and effectiveness scores to each strategy. Annual Emission Reduction Impact by 2030 (6 is low impact, +6 is high impact) Value >10,000 MT GHG reduction and DPM reduction +6 >10,000 MT GHG reduction with no DPM reduction +5 5,000 9,999 MT GHG reduction and DPM reduction +4 5,000 9,999 MT GHG reduction with no DPM reduction +3 1,000 4,999 MT GHG reduction and DPM reduction +2 1,000 4,999 MT GHG reduction with no DPM reduction +1 500 999 MT GHG reduction and DPM reduction 0 500 999 MT GHG reduction with no DPM reduction 1 300 499 MT GHG reduction and DPM reduction 1.5 300 499 MT GHG reduction with no DPM reduction 2 200 299 MT GHG reduction and DPM reduction 2.5 200 299 MT GHG reduction with no DPM reduction 3 100 199 MT GHG reduction and DPM reduction 3.5 100 199 MT GHG reduction with no DPM reduction 4 50 99 MT GHG reduction and DPM reduction 4.5 50 99 MT GHG reduction with no DPM reduction 5 0 49 MT GHG reduction and DPM reduction 5.5 0 49 MT GHG reduction with no DPM reduction 6 C - 4 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 I mplementation Difficulty (4 is low difficulty, +4 is high difficulty) Technology readiness Value No technology impact 3 Technology commercially available & can be used in existing equipment or infrastructure 2 Technology commercially available with modification to existing equipment/infrastructure 1 Preferred technology pathway identified and will be marketready within 2 years 0 Technology pathways in demonstration +1 Technology pathways in early demonstration +2 Technology pathways still being researched +3 Level of investment needed Value Strategy will save over $100,000/year 4 Strategy offers cost savings of up to $100K/year 3 Strategy is costneutral 2 Strategy costcompetitive w/conventional alternatives 1 Strategy requires 5year cost < $1M 0 Strategy requires 5year cost of $1M $4.9M +1 Strategy requires 5year cost of $ 5M $9.9M +2 Strategy requires 5year cost of $ 10M $14.9M +3 Strategy requires 5year cost of $15M or more +4 Level of control over emissions Value Port Maritime Administration, Scope 1 source 3 Port Maritime Administration, Scope 2 source 2 Port Maritime Administration, mix of Scope 1, 2, 3 sources 1 Port Maritime Administration, Scope 3 source 0 Maritime Activity Scope 3, Port owns infrastructure/equipment +1 Maritime Activity Scope 3, tenants or industry own infrastructure/equipment +2 Maritime Activity Scope 3, no business relationship with emission source +3 C - 5 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 APPENDIX D | GLOSSARY AND ACRONYMS/ABBREVIATIONS Actions: Specific and measurable steps needed to implement emission reduction strategies described in this Plan. Actions are grouped in 5year increments Air pollutants: Natural and humanmade substances in the air we breathe that negatively impact human or environmental health. Air pollutants of most concern to ports include particulate matter, ozoneforming pollutants (nitrogen oxides and volatile organic compounds) and sulfur oxides. Biodiesel: Diesel fuel made from waste oils and fats, rather than petroleum B20: Diesel fuel with 20 percent biodiesel content and 80 percent petroleum diesels Blue carbon: Carbon dioxide captured and stored in ocean and nearshore habitats Carbonneutral: Making no net release of carbon dioxide to the atmosphere; allows emissions to be offset with a reduction, including purchase of carbon offsets Carbon sequestration: The process of trapping or capturing carbon dioxide in plants, sediments, water or underground, thus removing it from the atmosphere Century Agenda: The Port of Seattle's 25year strategic plan to stimulate economic development while remaining committed to social and environmental responsibility CHE: Cargohandling equipment CO2: Carbon dioxide, the primary greenhouse gas that traps heat in the atmosphere. Carbon dioxide enters the atmosphere through burning of fossil fuels used in for energy and transportation, from burning of solid waste and other organic materials, and from certain chemical reactions. In this Plan, the term CO2 is generally synonymous with greenhouse (GHG) emissions. CO2e: Carbon dioxide emissions DHW: Domestic hot water used in buildings. The water is heated by electricity, natural gas, or other forms of energy. Emissions Inventory: A detailed estimate of air emissions (either air pollutants or greenhouse gases) that one or more sources produces over a certain period. Port emission inventories usually estimate pollutants in tons or metric tons of pollutant per year. EV: Electric vehicle Fossil fuel: Carbonbased fuels from fossil hydrocarbon deposits, including oil, diesel, gasoline, bunker fuel used by ships, coal, propane, and natural gas Greenhouse gas (GHG) emissions: Gaseous constituents of the atmosphere, both natural and anthropogenic, that absorb and emit radiation at specific wavelengths within the spectrum of thermal infrared radiation emitted by the Earth's surface, the atmosphere itself, and by clouds.33 GHGs included 33 IPCC, Data Distribution Center Glossary. D - 1 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 in port inventories are carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O). In this Plan, the term GHG is generally referring to CO2. HV: Harbor vessels, including tugboats, bunker fuels used by ships, and diesel and gasoline commercial fishing vessels, and recreational vessels HVAC: Heating, ventilation, and air conditioning for buildings kWh: Kilowatthour; unit of energy used to describe electricity consumption or production LED: Light emitting diode, a type of high efficiency light bulb Lifecycle emissions: Emissions that result from the extraction, processing, and transport of the fuel or technology prior to its final use, in addition to those that are emitted at the tailpipe The Plan: Port of Seattle's Maritime Climate and Air Action Plan (this Plan) which includes actions relating to the Maritime, Economic Development and Corporate divisions and excludes the Northwest Seaport Alliance and the Port of Seattle's Airport Division and its operations and emission sources Maritime Activity: A category of the Port's maritime emission sectors; includes ships, harbor craft, recreational vessels, locomotives, trucks, and cargohandling equipment that are not owned by the Port but are used on and around the Port's cruise terminals, grain terminal, marinas, and industrial properties. These are GHG Scope 3 sources. MT: Metric ton, the unit of measure used to account for climate and air pollution magnitudes Netzero: Refers to a state in which the carbon dioxide released into the atmosphere from a company's activities is balanced by an equivalent amount being removed (excluding carbon offsets) NWSA: The Northwest Seaport Alliance, a separate port authority formed in 2015 by a marine cargo operating partnership between the Port of Seattle and the Port of Tacoma Northwest Ports Clean Air Strategy: Northwest Ports Clean Air Strategy (2020 Strategy), a regional, multiport and multiagency plan to reduce air pollutant and greenhouse gas emissions from seaport related sources first established in 2008 OGV: Oceangoing vessels such as cruise ships and grain ships that exit Puget Sound as part of their domestic or international itineraries Plug load: Energy used by equipment that is plugged into electrical outlets Portmanaged properties: Properties occupied by port staff or leased to tenants, but that remain primarily managed by the port Port Maritime Administration: A category of the Port's maritime emission/carbon capture sources that are under direct control or strong guidance of the Port; includes Portmanaged and tenantmanaged buildings and campuses, fleet vehicles and equipment, remediation projects, habitat restoration, solid waste management, employee commuting, and business air travel. Includes GHG Scopes 1 3 sources. Priority Actions: Key shortterm readytoimplement actions to be completed in 1 3 years that are first steps to enable or accelerate future actions D - 2 | P a g e Charting the Course to Zero: Port of Seattle's Maritime Climate and Air Action Plan November 2021 Renewable diesel: Renewable fuel made from plant or animalbased fat. Renewable diesel is chemically the same as fossil diesel and is a "dropin" fuel capable of replacing fossil diesel without engine modifications. Renewable diesel and biodiesel are made from similar sources but by different chemical processes. Renewable energy: Any form of energy from solar, geophysical, or biological sources that is replenished by natural processes at a rate that equals or exceeds its rate of use.34 Examples include sunlight, wind, rain, tides, waves, geothermal heat, and some hydroelectricity. Scope 1 emissions: GHG emissions from sources that are owned or controlled by the organization, also referred to as direct emissions Scope 2 emissions: GHG emissions from the consumption of purchased electricity, steam, or other sources of energy (e.g., chilled water) generated upstream from the organization Scope 3 emissions: GHG emissions that are a consequence of the operations of an organization but are not directly owned or controlled by the organization. These are also referred to as indirect emissions. Strategies: Recommended approaches to reduce air pollutant or GHG emissions SWCES: Seattle Waterfront Clean Energy Strategy Tenantmanaged properties: Properties leased by tenants from the Port or owned by tenants through ground leases where the lease terms limit the port's control over building management, which is primarily in the tenant's control Ton: 2000 pounds, also called a Short Ton Ton, Metric: 1000 kilograms or 2,204.6 pounds Zero emissions: For this Plan and the 2020 Northwest Ports Clean Air Strategy, use of technologies and fuels that result in no tailpipe emissions, recognizing that emissions may still occur when looking at the full lifecycle. Tailpipe emissions refers to chemicals released as a result of burning a fuel to operate an engine (e.g., gasoline, diesel, biofuels). Electric and hydrogenfueled engines have zero tailpipe emissions. 34 IPCC, Data Distribution Center Glossary. D - 3 | P a g e
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