PORT HOUSTON CLEAN AIR STRATEGY PLAN 2021 Update DRAFT V.2021-01-22

111 East Loop North, Houston, Texas 77029

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TABLE OF CONTENTS

Executive Summary ...... 1 Clean Air Strategy Plan...... 3 2021 Clean Air Strategy Plan Update Objectives ...... 3 Objectives ...... 3 Air Quality Pollutants ...... 4 Emission Source Categories ...... 4 Emission Data Sources ...... 4 Geographic Boundary ...... 4 Approach ...... 6 Step 1 — Industry Best Management Practice Review ...... 6 Step 2 — Establish Emission Source Baseline Using the Latest Emission Inventory 6 Step 3 — Analyze Emission Reduction Potential and Establish Emission Reduction Strategies ...... 6 Step 4 — Evaluation and Reporting ...... 7 Emission Source Category Analysis ...... 8 Heavy-duty Diesel Vehicles ...... 9 Cargo Handling Equipment ...... 13 Locomotives ...... 15 Harbor Vessels...... 16 Ocean-going Vessels ...... 17 Emission Reduction Strategies ...... 19 Strategy #1 — Replace Equipment Where Economically Feasible ...... 19 Strategy #2 — Implement Operational and Technological Efficiencies ...... 28 Strategy #3 — Collaborate with Industry and Regional Partners ...... 31 Emission Reduction Potential ...... 35 Emission Reduction Potential ...... 35 Emission Reduction Targets ...... 35

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Evaluation and Reporting ...... 38 Tracking ...... 38 Data ...... 38

FIGURES Figure 1 2013 Nitrogen Oxides Emissions (Tons/Year) ...... 8 Figure 2 2013 Particulate Matter 2.5 Emissions (Tons/Year) ...... 9 Figure 3 HDDV Source Category NOx Emissions ...... 10 Figure 4 HDDV Source Category PM2.5 Emissions) ...... 11 Figure 5 HDDV In-terminal Nitrogen Oxides Emissions (Tons/Year) ...... 12 Figure 6 HDDV In-terminal PM2.5 Emissions (Tons/Year)) ...... 13 Figure 7 CHE Source Category NOx Emissions ...... 14 Figure 8 CHE Source Category PM2.5 Emissions ...... 15 Figure 9 Locomotive Emissions Breakdown ...... 16 Figure 10 Harbor Vessel NOx Emissions ...... 17 Figure 11 Harbor Vessel PM2.5 Emissions ...... 18 Figure 12 Truck Age Distribution ...... 20 Figure 13 Percentage of In-Terminal NOx Emission Reductions ...... 22 Figure 14 Percentage of In-Terminal PM2.5 Emission Reductions ...... 22 Figure 15 2013 CHE Average Model Year Distribution ...... 23 Figure 16 2013 CHE Average Model Year Distribution ...... 24 Figure 17 Port Operated CHE NOx Emissions ...... 25 Figure 18 Port Operated CHE NOx Emissions ...... 25

TABLES Table 1: Projected In-Terminal HDDV Emission Reductions ...... 21 Table 2: CHE Useful Life Assumptions...... 26 Table 3: Projected CHE Emission Reductions ...... 27 Table 4: Heavy-duty Diesel Vehicles’ Technological Efficiencies ...... 28 Table 5: Baseline Age Fraction ...... 36

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APPENDICES Appendix A Air Quality Pollutants Appendix B Emission Source Categories Appendix C Map of Port Houston Properties Appendix D North American Seaport Air Quality BMP Review Appendix E Summary of the Strategies and Tactics Appendix F Calculated Emission Reductions from Calendar Years 2021-2025

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Executive Summary The 2021 Clean Air Strategy Plan (CASP) outlines a series of strategies and tactics to pursue emission reductions from mobile sources operating at and around Port Houston owned terminals over a 5 -year period from 2021 to 2025. This 2021 draft report uses data from a related report, the 2013 Goods Movement Emissions Inventory (GMEI) which is currently being updated. When GMEI data is updated later in 2021, it will be incorporated into this CASP. Because the baseline data in this draft is from 2013, all tactics and targets are subject to changes when CASP and GMEI are fully integrated later in the year.

Progress in reducing mobile source emissions since the 2013 CASP includes the purchase of electric and hybrid vehicles and equipment; fleet upgrades; implementation of idling reduction policies; truck gate transaction processing improvements; additional introductions and upgrades of terminal operating technology; state and federal grant support for stakeholders; and active participation in working groups focused on emission reductions. At the same time, volumes have grown. Thus, updates will reflect these important factors.

Nevertheless, the fundamental logic and emissions reduction efficacy of the recommended strategies is expected to remain in place.

In addition, all focus on Clean Air should consider continuing innovation and new initiatives, some of which by definition are nascent and therefore will also lead to updates to these strategies as appropriate. Port Houston is currently engaged in a series of such discussions.

The 2021 Clean Air Strategy Plan (CASP) proposes three core strategies, and 12 key tactics, summarized on the next page. These strategies and tactics include actions that may be under Port Houston’s control as well as initiatives that will require encouraging a collaborative approach with multiple stakeholders including asset owners, cargo shippers, technology providers, customers, policy makers and community. Detailed explanatory narratives are contained in the body of this report.

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2021 CASP Core Strategies and Key Tactics

Strategy #1 — Replace Equipment Where Economically Feasible

• Encourage Application of US EPA Heavy-Duty Truck Emission Standards • Upgrade Cargo Handling Equipment (CHE) that have reached their useful life • Encourage Locomotive Engine and Controls Replacement with Newer Technology • Encourage Harbor Vessel Engine Replacements or Repowers

Strategy #2 — Implement Operational and Technological Efficiencies

• Continue Focus on Industry Leading Drayage Truck Turn Times at Port Houston Terminals • Encourage Development of Alternative Fuel Infrastructure around Port Houston Facilities • Explore Opportunities to Increase Rail Capacity and Utilization • Encourage At-berth Emission Reduction Measures • Support Vessel Scheduling Optimization

Strategy #3 — Collaborate with Industry and Regional Partners

• Facilitate Federal and State Grant Programs for Reducing Mobile Source Emissions • Develop Policies encouraging emissions reductions across Stakeholders • Participate in multi-stakeholder consortia focused on local, regional, and industry-wide leading practices and projects to baseline, measure, and implement improvements

Implementation of these strategies and tactics will require collaboration with industry partners, non-governmental organizations, and regulators as Port Houston does not have the authority to mandate emission reductions from fleets it does not own or operate.

The 2021 CASP Update takes a data-driven approach to analyzing source category emissions and outlining the emission reduction potential of these sources. The analysis suggests NOx emissions and PM2.5 emissions may be reduced by 5.4% and 6.4%, respectively, from 2013 GMEI baseline levels. Based on that 2013 data, Port Houston operated terminals have the potential to reduce total NOx emissions by 2.9% and total PM2.5 emissions by 3.4%. Reductions at Tenant operated terminals have the potential to reduce total NOx emissions by an additional 2.5% and total PM2.5 emissions by an additional 3.0%. These calculations will be revisited when the 2021 GMEI updates are integrated.

Achieving these emission reduction potentials is dependent primarily on the controllable Truck and CHE components of Strategy #1. Rail and waterborne elements of Strategy #1, plus progress in Strategies #2 and #3 can augment these goals.

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Clean Air Strategy Plan The Port Houston 2021 Clean Air Strategy Plan (CASP) Update seeks to outline meaningful emission reduction CLEAN AIR STRATEGY strategies by leveraging industry Best Management Practices (BMPs), incorporating port-specific data, and PLAN PURPOSE partnerships to reduce emissions and to strengthen Port To develop and Houston’s role as an environmental leader for the implement a voluntary region. plan as part of The emission reduction strategies and tactics identified Port Houston’s in this CASP will require collaboration with industry, non- environmental governmental organizations, and regulators to be stewardship program to realized. Port Houston does not control each emission reduce emissions from source described in the CASP and does not have the maritime and associated authority to mandate emission reductions for private maritime transportation fleets. Port Houston has prepared the CASP in an effort sources at Port Houston to lead and influence the adoption of the strategies and tactics herein. facilities. 2021 Clean Air Strategy Plan Update Objectives The objectives for the 2021 CASP Update remain the same as the original 2011 Clean Air Strategy Plan. This CASP focused on benefitting Port Houston, the Houston-Galveston-Brazoria Ozone Nonattainment Area, and assisting the State of Texas and the United States Environmental Protection Agency (U.S. EPA) in reducing the harmful health effects of ground-level ozone and other toxic air pollutants. Objectives The emission reduction strategies in the 2021 CASP Update are intended to meet the core objectives of the original 2011 CASP. These objectives are as follows:

1. Benefit the Houston Region through Clean Air and Economic Development - Seek cost-effective and commercially viable emission-reduction strategies - Research BMPs and proven technologies for cost-effective emission-reduction measures - Develop policies and procedures to help minimize emissions from goods movement

2. Produce a Plan to Reduce Emissions from the Maritime Industry and Transportation and Port Related Businesses - Encourage consensus for national and international clean air standards and regulations - Provide support for initiatives - Create a forum for maritime- and port-related industries to discuss the latest challenges and achievements in emission-reduction practices and technologies

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3. Facilitate and Encourage Maritime-related Businesses to Reduce Emissions - Identify and promote funding opportunities for the implementation of clean air strategies - Build public/private partnerships - Support implementation projects with economies of scale - Develop a clearinghouse for sharing updates in technology and in policy - Facilitate education environmental training/seminars - Implement a recognition and incentive program

4. Inform Regulatory Entities About the Maritime and Port Industry - Educate government agencies on maritime- and port-related business practices - Engage government entities in port- and maritime-industry concerns

Air Quality Pollutants The 2021 CASP Update targets the same criteria air quality pollutants defined in the 2007 Goods Movement Emissions Inventory (GMEI), the 2011 CASP, and the 2013 GMEI. By consistently monitoring the same air quality pollutants, Port Houston is able to track, and measure progress made towards their emission reduction goals. Appendix A describes the air quality pollutants measured in the 2013 GMEI and herein. A consistent methodology is being employed for the 2021 GMEI Update.

Emission Source Categories Port Houston operations are multimodal and require the use of heavy-duty diesel equipment to move cargo. Heavy-duty diesel vehicles (HDDVs), cargo handling equipment (CHE), locomotives, harbor vessels (HVs), and ocean-going vessels (OGVs) are the major sources of emissions from port related operations. The emission source categories are defined in Appendix B. Emission Data Sources The 2021 CASP Update was developed to build on the foundation of the emission reduction work preceding it. The 2021 CASP Update uses the 2013 GMEI as a baseline to assess emission reduction potential and establish emission reduction strategies. The 2013 GMEI included criteria pollutants and greenhouse gases. The mobile source categories included HDDVs, CHE, locomotives, HVs, and OGVs, and is consistent with the 2007 GMEI. The focus of the 2013 GMEI was on emissions related to Port Houston facilities from goods movements that transited the Houston-Galveston-Brazoria Ozone Nonattainment Area. Where applicable, the 2013 GMEI included enhancements to the previous 2007 GMEI’s methodology to reflect the latest emission estimating tools. The next version of the GMEI will include 2019 data and is expected in late 2021. This information will be incorporated in the 2021 CASP Update as it becomes available. Geographic Boundary In an effort to consistently evaluate emission reductions, the geographic boundary of the 2021 CASP Update mirrors that of the 2013 GMEI. This continuity is intended to support future

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evaluation and reporting of emission reductions. The geographic boundary includes Port Houston-owned terminals operated by Port Houston or leased by tenants.

It is important to note the distinction between Port Houston-owned terminals and the greater Port of Houston. The greater Port of Houston spans the upper 25-miles of the Houston Ship Channel and includes dozens of large private terminals related to liquid, bulk, break bulk and containerized cargo, refining, petro-chemical manufacturing and bulk product processing, hundreds of individual manufacturing and material / cargo handling facilities, myriad related trucking, deep and shallow draft vessel and pipeline operations, as well as Port Houston public terminals. Appendix C documents Port Houston-owned properties along the Houston Ship Channel.

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Approach Port Houston is committed to reducing emissions from the fleet it owns and operates and seeks to leverage its position as an environmental leader to influence customers, tenants, and supporting industries to pursue the emission reduction strategies and tactics identified in the 2021 CASP Update. The following approach was established to ensure that an appropriate range of information was considered when developing emission reduction strategies and tactics as well as evaluating potential emission reductions for the 2021 CASP Update.

In brief, the approach comprises four steps, which are iterative over time:

1. Review industry practices 2. Establish a baseline 3. Evaluate improvement potential by source, and develop strategies 4. Define methods for tracking progress Step 1 — Industry Best Management Practice Review A detailed review of clean air strategy BMPs at ten United States seaports was conducted as the first step in the 2021 CASP Update. The BMP review assessed air quality initiatives at seaports of a similar size and with similar operations as Port Houston. Geographic location, regulatory requirements, infrastructure, operations, and other business drivers have significant influence on how and where air quality initiatives have been successfully implemented. These items vary widely from port to port. For example, regulatory and legislative requirements have played a significant role in the adoption of BMPs on both the west coast and on the east coast. These drivers have contributed to the success of emission reduction strategies in these regions. Appendix D provides a summary of the air quality initiatives reviewed as part of the BMP review. Step 2 — Establish Emission Source Baseline Using the Latest Emission Inventory Port Houston commissioned Eastern Research Group, Inc., to develop the 2013 GMEI. The 2013 GMEI included criteria pollutants and greenhouse gases. The 2013 GMEI focused on mobile source categories including: HDDVs, CHE, locomotives, HVs, and OGVs. The 2013 GMEI was used to establish an emissions baseline and the geographic boundary for the 2021 CASP Update. The 2021 GMEI will be incorporated into the 2021 CASP Update as the information becomes available. Step 3 — Analyze Emission Reduction Potential and Establish Emission Reduction Strategies Understanding the emission reduction potential of each source category enables the development of attainable data-driven emission reduction strategies and tactics. Section 3 presents an analysis of baseline emissions by source category. Following the analysis, emission

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reduction strategies, and tactics are identified in Section 4. The strategies are designed to help evaluate the emission reduction potential while maintaining economic competitiveness within the industry. Evaluations of emission reduction potential are based on the 2013 GMEI baseline and the viability of proven emission reduction strategies and tactics. Port Houston will work to reduce emissions from the sources it controls and work with industry partners to influence the adoption of these strategies and tactics for the sources it does not control. Step 4 — Evaluation and Reporting Evaluating progress and reporting results to stakeholders is a critical component of the 2021 CASP Update. Evaluating progress requires identifying key performance indicators and clear methods for collecting data. Section 6 outlines recommendations for establishing key performance indicators and methods for data collection.

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Emission Source Category Analysis Port Houston has made significant progress in reducing mobile source emissions since the 2013 CASP. Progress includes the purchase of electric and hybrid CHE; implementation of policies to reduce idling and encourage the purchasing of hybrid CHE; truck gate processing improvements; providing state and federal grant support for stakeholders; and active participation in working groups focused on emission reductions.

Port Houston has prioritized efforts to reduce nitrogen oxides (NOx) and particulate matter (PM)2.5 emissions associated with conventional diesel fueled engines. This is due to the U.S. EPA 2008 and 2015 8-hour ozone nonattainment status in the Houston region and the documented human health risk associated with PM2.5. Diesel engine combustion is a primary source for both NOx and PM2.5 emissions. Diesel engines power the majority of heavy-duty equipment and most on and off-road vehicles in the goods movement industry. Focusing on the reduction of these pollutants will support the region’s efforts to move toward attainment of the U.S. EPA 2008 8-hour ozone national ambient air quality standards.

Mobile source emissions have been categorized into five categories. These categories are consistent with the 2013 GMEI and industry BMPs for evaluating mobile source emissions. The following analysis starts at the highest level with total emissions. Total emissions include both Port Houston owned equipment and privately owned equipment. Figure 1 summarizes total NOx emissions by source category and Figure 2 summarizes total PM2.5 emissions by source category.

Figure 1 2013 Total Nitrogen Oxides Emissions (Tons/Year))

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Notes: NOx = nitrogen oxides Yr = year HDDV = heavy-duty diesel vehicles CHE = cargo handling equipment HV = harbor vessels OGV = ocean-going vessels

Figure 2 2013 Total Particulate Matter 2.5 Emissions (Tons/Year))

Notes: PM2.5 = particulate matter 2.5 emissions Yr = year HDDV = heavy-duty diesel vehicles CHE = cargo handling equipment HV = harbor vessels OGV = ocean-going vessels

The following paragraphs provide a high-level analysis of the mobile source category emissions at Port Houston. Heavy-duty Diesel Vehicles Current advancements in heavy-duty truck technologies have created engines that emit fewer emissions while performing the same amount of work. Additionally, advancements in diesel engine technology now makes it possible to reduce NOx and PM2.5 emissions with nearly no loss in engine power. HDDVs account for 15% of total NOx emissions and 17% of total PM2.5 emissions at Port Houston as illustrated in Figure 1 and Figure 2. Port Houston does not own or operate equipment in this source category. As such, Port Houston is committed to working

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with industry partners to influence emission reductions in the source category. The following analysis looks at both in-terminal emissions, the emissions generated within Port Houston terminals, and non-terminal emissions, the emissions generated outside of Port Houston terminals. Port Houston has the most influence over in-terminal HDDV activity. In 2013, there were approximately 2,104,769 HDDVs gate visits from drayage trucks servicing Port Houston. As shown in Figure 3 and Figure 4, in-terminal HDDV activity accounted for approximately 19% of the total NOx and 27% of the total PM2.5 emissions for the HDDV source category in 2013.

Figure 3 HDDV Source Category NOx Emissions

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Figure 4 HDDV Source Category PM2.5 Emissions)

Approximately 91% of in-terminal emissions were generated at Port Houston operated terminals. These terminals include Turning Basin, Bayport, and Barbours Cut. As shown in Figure 5 and Figure 6, implementing HDDV emission reduction strategies has the potential to significantly reduce in-terminal emissions at Port Houston-operated facilities.

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Figure 5 HDDV In-terminal Nitrogen Oxides Emissions (Tons/Year)

)

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Figure 6 HDDV In-terminal PM2.5 Emissions (Tons/Year))

Cargo Handling Equipment CHE accounts for 16% of total NOx emissions and 20% of total PM2.5 emissions at Port Houston as illustrated in Figures 1 and 2. Replacing the oldest pieces of equipment (Tier 0 and Tier 1) with cleaner, more modern engines, has the potential to substantially reduce Port-related NOx and PM2.5 emissions.

As shown in Figure 7 and Figure 8, Tier 0 and Tier 1 CHE accounted for nearly 50% of the total NOx and 55% of the total PM2.5 emissions despite representing approximately 28% of the total CHE operating hours for the source category. Therefore, cutting the use of Tier 0 and Tier 1 equipment operating at Port Houston facilities would result in significant reductions in NOx and PM2.5 emissions.

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Figure 7 CHE Source Category NOx Emissions

Diesel Cargo Handling Equipment Nitrogen Oxides Emissions

Final Tier 4 Interim Tier 4 0% 0% # of CHE (4) # of CHE (39) Total Op. Hrs (3,378 hrs) Total Op. Hrs (50,760 hrs) On-road Terminal Tractors 4% # of CHE (83) Tier 3 Total Op. Hrs (113,935 hrs) 17% # of CHE (274) Total Op. Hrs (403,442 hrs) Tier 0 21% # of CHE (184) Total Op. Hrs (146,717 hrs)

Tier 2 31% # of CHE (383) Total Op. Hrs (466,091 hrs)

Tier 1 27% # of CHE (263) Total Op. Hrs (249,392 hrs)

Notes: CHE = cargo handling equipment Op. Hrs = operating hours hrs = hours

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Figure 8 CHE Source Category PM2.5 Emissions

Diesel Cargo Handling Equipment Particulate Matter 2.5 Emissions Interim Tier 4 Final Tier 4 On-road Terminal Tractors 0% 0% 2% # of CHE (39) # of CHE (4) # of CHE (83) Total Op. Hrs (50,760 hrs) Total Op. Hrs (3,378 hrs) Total Op. Hrs (113,935 hrs)

Tier 0 Tier 3 21% 19% # of CHE (184) # of CHE (274) Total Op. Hrs (146,717 hrs) Total Op. Hrs (403,442 hrs)

Tier 2 24% # of CHE (383) Total Op. Hrs (466,091 hrs) Tier 1 34% # of CHE (263) Total Op. Hrs (249,392 hrs)

Notes: CHE = cargo handling equipment Op. Hrs = operating hours hrs = hours

Locomotives Other than HVs, locomotives are the smallest source of NOx and PM2.5 emissions at Port Houston as previously illustrated in Figure 1 and Figure 2. Due to federal exemptions and the transient nature of line-haul locomotives, Port Houston has limited control over this equipment. However, switcher locomotives are locally operated by the Port Terminal Railroad Association (PTRA) and may present an opportunity for emission reductions. The switcher fleet operating at Port Houston runs on Tier 0 engines. Nonetheless, switcher (or Yard) locomotive emissions account for less than 3% of total locomotive emission as shown in Figure 9. This equipment is

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also leased, and therefore the equipment providers need to be included in any improvement focused plans. Therefore, efforts will need to be made to work with Class I railroad companies and the PTRA to further reduce emissions within the locomotive source category.

Figure 9 Locomotive Emissions Breakdown

Harbor Vessels Per the 2013 GMEI, HVs represent the smallest source of NOx and PM2.5 as demonstrated in Figures 1 and 2. Port Houston does not own or operate HVs and limited information is available about the vessel types in the HV fleet. Obtaining more detailed information on the fleet is important as Port Houston continues to refine its assessment of HV emissions.

Tugboats in the HV fleet for the greater Port of Houston represent a significant portion of the HV emissions as shown in Figures 10 and 11. In 2013, the tugboat fleet operated primarily on Tier 0 engines. Since then, substantial engine and vessel replacements have been implemented – interviews suggest the fleet may now exceed 50% operated in Tier 2, 3, and 4 categories, and this information will be verified in the 2021 GMEI Update.

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Figure 10 Harbor Vessel NOx Emissions

Figure 11 Harbor Vessel PM2.5 Emissions

Ocean-going Vessels OGVs represent the largest source of emissions at Port Houston. OGVs contributed more than 50% of the total NOx and PM2.5 emissions in the 2013 GMEI as shown in Figures 1 and 2. The

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lack of authority over OGVs, in addition to the immense cost and long useful life of OGVs, present substantial challenges to reduce emissions in this source category.

Port Houston has engaged with individual vessel owners and industry collaboration groups to identify and support improvements that focus on Green House Gasses (GHG) and decarbonization. Implementation of IMO2020 fuel standards, and/or fuel switching , and/or retrofitting vessels with flue-stack scrubbers are also influencing the future emissions profile. Fuel, technology, financing, and policy aspects are involved in these ongoing dialogues, and measurement and baselining the data also present current challenges to address.

At-berth emissions capture and control strategies have proven effective at other seaports in addressing at-berth emissions from OGVs and present a possible option for Port Houston to reduce emissions in this source category.

The Houston Ship Channel Improvement Project has also focused on reducing wait times for OGV’s, which will have a substantial 3% to 7% annual reduction potential for NOx and other pollutants and a net-benefit post project construction.

Port Houston is participating in several discussions and initiatives focused on vessel traffic optimization as well – such initiatives combine vessel scheduling and berth nomination practices with intercompany coordination and potential lay berth availability, to reduce wait times, trips out of harbor and back in, and other sources of transits and waiting at anchorage. These conversations are highly complex requiring process integration, sharing of operational data, implementation of shared software. Some collaborative pilot programs have been developed to test and evaluate sub-parts of the overall challenge, and progress is on-going.

These initiatives and potential process and technology improvements contribute directly to the 2021 CASP Strategies #2 and #3.

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Emission Reduction Strategies The 2021 CASP Update takes a data-driven approach to identifying emission reduction strategies while considering economic and operational constraints as well as industry collaboration. This section identifies emission reduction strategies and tactics that target mobile source emissions at Port Houston-owned terminals. These strategies and tactics will require collaboration with industry partners as Port Houston does not control and cannot mandate emission reductions from equipment and fleets it does not own. Emission reduction strategies have been shaped around specific actions, including: • Timelines for fleet turnover and the development of emission reduction incentive programs;

• Feasibility and business case evaluation; • Capital constraints, commitments, obligations, and strategic priorities; and • Collaboration with Industry Partners.

By continuing to act over the course of the next 5 years (2021-2025), Port Houston aims to further reduce NOx and PM2.5 emissions at its terminals and work with industry partners to do the same. Strategy #1 — Replace Equipment Where Economically Feasible Replacing the oldest diesel equipment operating at Port Houston will greatly reduce NOx and PM2.5 emissions. As outlined below, equipment replacement is a proven emission reduction strategy for each of the source categories listed in Section 3. The following identifies how the strategy can be applied to these source categories.

Tactic — Encourage Application of US EPA Heavy-Duty Truck Emission Standards In 2013, over 15% of the trucks accessing Port Houston terminals did not meet the 1998 U.S. EPA emissions standard. Additionally, over 80% of trucks accessing Port Houston did not meet the most recent 2010 U.S. EPA emissions standard. Figure 12 shows the truck age distribution for drayage trucks accessing Port Houston terminals as assessed in the 2013 emissions inventory. By eliminating older, lower tier drayage trucks, Port Houston has the potential to reduce HDDVs’ NOx and PM2.5 emissions through fleet turnover. Additional emission reduction opportunities exist through more efficient operations of the remaining trucking fleet.

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Figure 12 Truck Age Distribution

Truck Age Distribution 14.00%

12.00%

10.00%

8.00%

6.00%

4.00%

2.00%

0.00% 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986 1985 1984 1983 Model Year

Truck purchases somewhat mirror economic cycles. The positive growth since 2009 may suggest the 2019 update to the fleet profile will show influx of many newer models. This will be a critical focus for the 2021 GMEI Update and subsequent renewal of this CASP. Nevertheless, encouraging application of U.S. EPA 2010 Heavy-Duty Truck Emission Standards would encourage trucks accessing Port Houston terminals to meet U.S. EPA 2010 Heavy-Duty Truck Emission Standards. Discouraging trucks that have reached their useful life (31-years according to the Texas Commission on Environmental Quality) and do not meet the U.S. EPA 2010 Emission Standards from accessing Port Houston facilities by calendar year 2025 is a possible tactic subject to policy and regulatory reviews. This practice would benefit by being augmented through additional application of DERA and TERP funds to assist truck owners in the transitions. Focusing on this segment of the fleet is the most direct way to reduce emissions from HDDVs. Implementing this tactic at Port Houston terminals (Turning Basin, Bayport, Barbours Cut), has the potential to reduce NOx and PM2.5 emissions by approximately 14% as shown in Table 1 (based on 2013 data – to be updated). Should Port Houston tenants implement the same standard, additional in-terminal HDDV emission reductions would be realized. Non-terminal HDDV emissions (i.e. along connector roads and within the greater Houston-Galveston-Brazoria area) are also expected to be reduced through implementation of this tactic. As previously noted, Port Houston has the most influence over in-terminal emissions. Therefore, non-terminal emissions are not included in the projected emission reduction estimates.

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Table 1: Projected In-Terminal HDDV Emission Reductions

Port Houston Operated Pollutant Terminals Tenant Operated Terminals NOx 13.62% 16.05% PM2.5 14.24% 16.74%

Notes: % = percent HDDV = Heavy Duty Diesel Vehicle NOx = Nitrogen Oxides PM2.5 = Particulate Matter 2.5 Port Houston does not own or operate heavy-duty diesel trucks and would need to influence the turnover of the fleet by working closely with licensed motor carriers to identify funding sources. For purposes of the projections presented herein, it is assumed the oldest model year trucks would be phased out first and equipment replacement would be steady, with an equal number of replacements occurring annually from 2021-2025. Figure 13 and Figure 14 illustrate the NOx and PM2.5 total emission reduction potential associated with implementation of this tactic. It is assumed that trucks exceeding their 31-year useful life will be replaced with a 2010 compliant vehicle. By analyzing trucks that have exceeded their useful life, Port Houston is taking a pragmatic approach towards emission reductions. Additional outreach efforts will be necessary to garner support from the drayage truck industry in order to target emissions reductions beyond what is projected in Figure 13 and Figure 14.

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Figure 13 HDDV Replacement In-Terminal NOx Emission Reductions

Figure 14 HDDV Replacement In-Terminal PM2.5 Emission Reductions

Notes: NOx = nitrogen oxides PM2.5 = particulate matter 2.5 emissions associated with conventional diesel-fueled engines PHA = Port Houston Authority

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Tactic — Upgrade Cargo Handling Equipment (CHE) that have reached their useful life Port Houston owns and operates approximately 929 pieces of equipment at three terminals. This represents 73% of the CHE fleet operating at Port Houston-owned facilities. Using baseline data, approximately 14% of the Port Houston fleet is Tier 0 equipment and 16% is Tier 1 equipment. Replacing Tier 0 and Tier 1 equipment in Port Houston’s fleet presents an opportunity to lead by example and influence industry partners to reduce emissions in this source category. This analysis, like the preceding truck assessment, depends on updating the fleet profiles in the 2021 GMEI Update.

Figure 15 and Figure 16 illustrate the model year distribution for CHE at Port Houston-operated terminals and at tenant-operated terminals. These figures highlight the number of CHE that have reached their useful life, and thus present opportunities for replacement with newer Tier 4 equipment.

Figure 15 CHE Model Year Distribution at Port Operated Terminals

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Figure 16 CHE Model Year Distribution at Tenant Operated Terminals

To evaluate reduction potential this analysis-based calculations on replacing 50% of the existing off-road Tier 0 and Tier 1 CHE that have reached their useful life (135 pieces of equipment) with off-road Tier 4 equipment by 2025 and replacing 50% (40 pieces of equipment) of CHE with on- road engines not meeting the 2010 emission standard that have also reached their useful life.

Under these model assumptions, approximately 26 units would need to be replaced each year between 2021 and 2025. (Port Houston continually replaces equipment with allocation in each year’s Capital Improvement Program. The impact of these replacements from 2013 to 2020 has not been incorporated at the time of this writing.)

Figure 17 and Figure 18 illustrate the NOx and PM2.5 total emission reduction potential associated with the implementation of this tactic. It is assumed within the analysis that the older equipment units would be replaced first. Useful life assumptions for the various CHE equipment types are presented in Table 2. Equipment replacements would be steady with an equal number of replacements occurring annually from 2021-2025.

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Figure 17 Replacement of Port Operated CHE - NOx Emission Reduction Potential

Notes: NOx = nitrogen oxides tons/yr = tons per year

Figure 18 Replacement of Port Operated CHE – PM2.5 Emission Reduction Potential

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Notes: PM2.5 = particulate matter 2.5 emissions associated with conventional diesel-fueled engines tons/yr = tons per year

Table 2: CHE Useful Life Assumptions

Equipment Useful Life (years) RTG 24 Crane 24 Forklift 16 Terminal Tractor 12 Aerial Lift 16 Agricultural Tractor 12 Air Compressor 16 Bulldozer 16 Excavator 16 Front End Loader 16 Generator Set 16 Grader 16 Light Plant 16 Other Industrial Equipment 16 Pump 16 Railcar Movers 16 Roller/Compactor 16 Rough Terrain Forklift 16 Skid Steer Loader 16 Specialty Vehicle Carts 16 Sweeper/Scrubber 16 Tractor/Loader/Backhoe 16

In addition to replacing Tier 0 and Tier 1 equipment, new off-road CHE added to the Port Houston fleet should meet current regulatory requirements and standards. Beginning in 2025, new CHE powered by on-road engines must meet the on-road 2010 U.S. EPA emission standard. Port Houston will encourage terminal operators to implement a CHE fleet turnover schedule that best aligns with their operations.

Implementation of this tactic at Port Houston operated terminals (i.e., Turning Basin, Bayport, and Barbours Cut), has the potential to reduce NOx and PM2.5 CHE emissions by 24% and 23%, respectively. This would cut total CHE NOx and PM2.5 emissions by 15% and 14%, respectively. Should Port Houston tenants commit to implementation of this tactic, an additional 42% reduction in NOx emissions and 40% reduction in PM2.5 CHE emissions could be realized as shown in Table 3.

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Table 3: Projected CHE Emission Reductions

Port Houston Operated Tenant Operated Terminals Pollutant Terminals NOx 23.98% 42.05% PM2.5 22.82% 40.07%

Notes: % = percent NOx = Nitrogen Oxides PM2.5 = Particulate Matter 2.5

Tactic — Encourage Locomotive Engine and Controls Replacement with Newer Technology Port Houston does not own or operate locomotives. Therefore, in order to reduce locomotive emissions Port Houston will need to collaborate with industry partners including Class 1 Railroad Companies, the PTRA and Port tenants to identify options to repower or replace engines. Replacing the current fleet of Tier 0 switcher engines with Tier 4 engines would yield significant emission reductions in this source category. Modernization of the switcher fleet to Tier 4 technology would reduce NOx and PM2.5 emissions in this source category by approximately 2.1% and 2.3%, respectively. Therefore, the replacement of the existing Tier 0 switcher fleet with modern Tier 4 engines presents an opportunity for direct, local emission reductions. Replacing these engines is costly and would require collaboration between Port Houston and industry partners to pursue funding for this tactic.

Tactic — Encourage Harbor Vessel Engine Replacement or Repower Port Houston does not own or operate harbor vessels. Similar to the Locomotive source category, industry collaboration is required to realize emission reductions from Harbor Vessels. Replacement of Tier 0 tugboats with modern, cleaner equipment is a proven approach to significantly reduce NOx and PM2.5 emissions. Tier 4 tugboats emit 55% less NOx and 65% less PM2.5 emissions when compared to Tier 0 equipment. Replacing 20% of the tugboats in the HV fleet with Tier 4 engines could reduce NOx and PM2.5 emissions (from tugboats) by 10% and 12% respectively. This equates to total NOx reduction of 3% and a total PM2.5 reduction of 4% in the HV source category.

In 2013, the harbor vessel fleet operated a high degree of lower Tier engines. Since then, substantial engine and vessel replacements have been implemented – interviews suggest the fleet may now exceed 50% operated in Tier 2, 3, and 4 categories, and this information will be verified in the 2021 GMEI Update.

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Strategy #2 — Implement Operational and Technological Efficiencies The efficient movement of cargo has the potential to significantly reduce emissions from diesel powered equipment. The following tactics are designed to optimize operations and move cargo more efficiently at Port Houston terminals.

Tactic — Continue Focus on Industry Leading Drayage Truck Turn Times at Port Houston Terminals Streamlining the process of entering and leaving a terminal (also known as the turn time) can be achieved through the implementation of technological and operational efficiencies. Customized information technologies can improve how cargo data flows through the greater Port of Houston community. Technology that adjusts driving behaviors in and around Port Houston terminals can help reduce vehicle emissions. Operational efficiencies within the drayage industry can also result in reduced turn times, which can lead to emission reductions. Table 4 includes examples of information technological and operational efficiencies that have proven to reduce turn times and emissions at other ports and will be evaluated for the feasibility of implementation at Port Houston.

Table 4: Heavy-duty Diesel Vehicles’ Technological Efficiencies

Strategy Description Example Benefits Implementing a dynamic software With advancements in Since 2014, varying degrees system gives drivers cargo data of truck appointment and terminal information, terminals systems have been operators a sense of can pre-plan their Truck Appointment implemented at ports the best time to pick moves to reduce System around the nation including up a container and is congestion and wait Los Angeles/Long Beach, based on a number of times at both terminal New York/New Jersey, and variables, including gates and within the New Orleans. driver availability and terminal. traffic conditions. By using Bluetooth When a drayage truck proximity readers in gets to a terminal and around the Bluetooth technology is gate, pings in marine terminal, currently being used at the Bluetooth technology Bluetooth software systems can Port of Oakland as part of a will relay information Technology communicate wait time tracking and to the driver about the congested locations reporting tool. most efficient lane to to truckers and get into and out of the dispatchers. quickest. Wireless technology RFID data is being used at RFID tags help Radio-frequency streamlines gate and the Port of improve data accuracy Identification (RFID) truck registry data Los Angeles/Long Beach and gate processing Tags collection. and the Port of Seattle. times.

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Strategy Description Example Benefits Some truck programs require the use of Generates rich data Global Positioning GPS units to track GPS is used at most ports sets for further System (GPS) Units mileage and nationwide. efficiency refinements. destination information. Automated Gate AGS can reduce turn Systems (AGS) can AGS is being used at the Automation times and improve reduce queue times Port of Virginia. terminal efficiency. and emissions. Measures are being The Port of Vancouver USA Overall efficiency gains Idling Reduction taken by ports to has established an anti- may reduce idling. facilitate less idling. idling campaign.

Port Houston has addressed each of these opportunities with Fit-for-Purpose initiatives appropriate to Houston markets, operations, and geographic and physical layouts. Examples of these include:

• Truck Gate capacity expansions reducing wait times to enter terminals • Truck processing software and Gate Operating Systems streamline transactions times • Container Position Detection Systems reduce time identifying and loading containers • Speed Gate options extend transaction streamlining to further reduce times • Re-striping of road entrances and container yard paths improve transit efficiency • Idling reduction policies encourage engine off practices

Tactic — Encourage the Development of Alternative Fuel Infrastructure around Port Houston Facilities In collaboration with industry partners, Port Houston can play a significant role in facilitating fueling infrastructure for hydrogen, natural gas, and electrification. Port Houston foresees commercial opportunities in production and storage of other alternative fuels because of the increasing demand. In order to create the necessary infrastructure, this tactic would look at how Port Houston could assist entrepreneurs and suppliers in developing an alternative fuel chain parallel to the existing fuel supply system. This enables the owners and operators of alternative fuel equipment to refuel efficiently and within proximity to Port operations. Facilitating access to alternative fueling infrastructure can make this a viable option for the drayage truck community.

Port Houston is actively discussing development opportunities with entrepreneurs and analysts and industry research efforts regarding Hydrogen, CNG, Electric trucks and other technologies as this dynamic market unfolds.

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Tactic — Explore Opportunities to Increase Rail Capacity and Utilization In April 2019, Port Houston commissioned AECOM and the Environmental Defense Fund to develop an Integrated Multimodal and Operational Study aimed at specific Emissions Reduction Strategies for multi-modal operations. The study evaluated five options including shifting containers from road to: Rail, Barge, Lower/no-emission trucks; and Intelligent Transportation Systems / Shuttles, as well as lower-no-emission CHE.

One of the five container freight intermodal opportunities evaluated was a Shift from Road to Rail. The study concluded there is an emissions reduction benefit due to the economy of scale advantage of moving 350 containers (or truck trips) to one train. Moving containers by rail reduces trucks trips and reduces emissions. The study also points out increasing rail service requires buy-in from external stakeholders. These include the railroad companies, integrated ocean carriers, 4PL Logistics providers, and the beneficial cargo owners.

At-grade crossings and double-tracking are also examples of operational efficiencies that will reduce idling and wait times which reduce emissions related to this source category.

Tactic — Encourage At-berth Emission Reduction Measures Port Houston has worked partners over decades to explore reductions in at-berth emissions from OGV calls to Port Houston. Using electrical power for auxiliary engines while ships are at-berth rather than diesel-burning engines greatly reduces air pollution from OGVs. In addition, the development of technology-advancement programs can accelerate the adoption of emission reduction technologies, such as at-berth shore power and emissions capture-and-control systems.

Technical limitations, economic considerations for asset owners, and other factors have influenced the adoption rate and deployment speed of these technologies across locations. For both candidate technologies, standardization of vessel technologies, physical configurations, as well as standardization of fuel uses and mixes and terminal operating practices such as berthing assignments, greatly influence the feasibility of such technologies, , as will the economic costs and credit benefits that may accrue to port users and asset owners and their own corporate policies relevant to such initiatives. As these constraints evolve and improve, Port Houston’s dialogue with potential partners, entrepreneurs and vessel owners is continuing.

Shore Power When ships use shore power, they utilize landside electricity for their power needs at-berth instead of running diesel-fueled auxiliary on-board engines. Shore power can reduce air pollution from ships at berth by 95%. Making shore power available requires considerable infrastructure enhancements at Port Houston berths as well as on the vessels that receive power. A commitment from vessel owners is required to realize the emission reduction benefits of shore power infrastructure at Port Houston.

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At-berth Emission Capture and Control Systems At-berth emission capture and control systems have been proven to reduce NOx by 99% and PM2.5 emission by more than 95%. At-berth emission capture and control could be used as an alternative to shore power. Matching this technology to ship fuel mixes as well as navigation and channel configurations must be addressed as part of a wholistic concept design.

It should be noted that in places where regulations require the use of shore power and capture and control systems to reduce at berth emissions, such regulatory drivers have accelerated the use of these technologies.

Tactic — Support Vessel Scheduling Optimization A vessel scheduling system helps synchronize the simultaneous operations the must be performed during a vessel call. Deviations from vessel call plans can result in inefficiency and lead to productivity loss, additional fuel consumption, and surplus air emissions. Vessel scheduling systems harmonize the digital tools that increase transparency and optimize supply chain performance. Optimization can result in emission reductions and better utilization of assets and Port Houston infrastructure. Collaboration with industry partners such as the Greater Houston Ports Bureau and the Board of Pilot Commissioners are key to the success of this tactic and for reducing emissions in this source category.

Port Houston is participating in several such discussions and initiatives focused on vessel traffic optimization as well – such initiatives combine vessel scheduling and berth nomination practices with intercompany coordination and potential lay berth availability, to reduce wait times, trips out of harbor and back in, and other sources of transits and waiting at anchorage. Most of these discussions involve the full population of vessel traffic in the greater port of Houston area, and must be holistically applied and managed. These conversations are highly complex requiring process integration, sharing of operational data, implementation of shared software. Some collaborative pilot programs have been developed to test and evaluate sub-parts of the overall challenge, and progress is on-going.

Strategy #3 — Collaborate with Industry and Regional Partners Collaboration is a key theme throughout the 2021 CASP Update. Actively working with industry partners to pursue emissions reductions is a joint effort. Replacing equipment and adding new technology can be costly. A coordinated and unified message will have greater influence on policy makers, regulators, and legislators. The following tactics illustrate how collaboration can yield emission reductions.

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Tactic — Facilitate Federal and State Grant Programs for Reducing Mobile Source Emissions The development and implementation of grant programs to attract funding for the replacement of equipment and to procure new technologies has proven successful at ports across the country, as well as at Port Houston. Port Houston shall continue to work with partnering agencies and stakeholders to leverage regional, state, and federal funding to reduce emissions in each source category. This approach will help with replacement of the oldest equipment in the fleet, advance the clean-equipment technology within the industry, and position Port Houston as a leader and innovator.

Port Houston’s approach to developing grant programs includes identifying funding sources and drafting project plans with stakeholders during the planning process to target funding for drayage trucks, and Tier 4 engine technology for CHE, locomotives, and harbor vessels.

Port Houston has a history of successfully pursuing and winning grant funding. Port Houston has been awarded grant funding for emission reduction projects from the following agencies and grant programs:

• U.S. Environmental Protection Agency — Diesel Emissions Reduction Act (DERA) • Texas Commission on Environmental Quality — Texas Emission Reduction Plan (TERP) • U.S. Department of Transportation — TIGER, INFRA and PIDP Grants • Texas State Rider Program — Local Freight Mobility Road and Railroad Improvements • Harris County — Local Initiatives including Freight Mobility Road Improvements • US DOT MARAD – Container on Barge technical Assessment • Houston Galveston Area Council

Heavy-duty Diesel Trucks Retrofit Program As shown above, initiatives to assist truck owners in improving their technology through engine upgrades can be a major source of emissions improvements, and Port Houston has been accessing and facilitating bot DERA and TERP programs to act on this potential. Wider application and implementation may require increased incentives and other state programs can be evaluated to discuss with the DERA and TERP administrators. As of 2013, 36% of the fleet had 1994-2003 model-year engines. And Updated fleet profile will support continuing these discussions and promotion of relevant programs fit-for-purpose for the Texas trucking population and markets.

Emission Control Retrofits Grants for retrofits to reduce NOx and PM2.5 can be pursued for tugboats with substantial remaining useful life until these vessels are viable candidates for replacement. Port Houston can encourage the installation of NOx and PM2.5 retrofits on a series of vessels that represent a large proportion of non-Tier 4 operating hours.

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Tactic -— Develop Policies encouraging emissions reductions across Stakeholders

Clean Air Strategies involve affecting a shared commons, and therefore while some actions can be implemented by single users, holistic and broad benefits require involvement of many parties. Essential to this quest is innovation through developing common shared understanding of the challenges and opportunities, since many opportunities cannot, in fact, be implemented by single users or funded fairly by single payers. Working together in partnership, the common goals, actions, policies, incentives, regulations, and practices can be put in place.

Pragmatic approaches require focused, project-based actions, and in many cases a “Pilot-then- Scale” innovation approach. One such area that is conducive to this is Idling. Reducing idling can produce benefits but takes education of users, incentives of asset owners, and shared strategic goals between the Port and operators. These principals apply broadly whether the idling is from trucks, locomotives, harbor vessels or ships. The recommended tactic is to evolve and develop further policies that apply to all of these sources.

Anti-idling Policies The application of anti-idling technologies is proven to drastically reduce emissions. Creating anti-idling standards which prevent HDDVs and CHE from unnecessary idling for significant periods when parked or otherwise not in motion is a simple way to reduce emissions, fuel costs, noise pollution, and needless engine wear-and-tear.

An anti-idling programs encourages drivers and equipment operators to turn off their engines when not in use. The biggest challenge to implementing an anti-idling program is educating operators. There is often the misconception that frequently starting and stopping an engine uses more fuel and/or causes additional wear-and-tear on the vehicle. This may have been a concern in the past, but with present day fuel-injection engines, starting systems are more efficient and do not require as much fuel to start an engine.

Locomotive idling can be reduced by connecting to the grid or using Automatic Engine Stop Start (AESS) technology. AESS technology incorporates fully integrated devices that monitor critical operating parameters during locomotive idle operation and safely/effectively shuts down the engine when all factors are satisfied. When any one of the predetermined limits falls outside of the target range, AESS will restart the engine. New locomotive technologies, such as AESS, would reduce emissions from switcher idling and promote fuel efficiency. Dialogue with the area Class 1 Railroads and the PTRA is required to fully develop this opportunity; each of these organizations has their own environmental programs and common areas of action can be explored.

A summary of the strategies and tactics, the source categories they apply to, and Port Houston’s role in the implementation are included in Appendix E.

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Tactic -— Participate in multi-stakeholder consortia focused on local, regional, and industry-wide leading practices and projects to baseline, measure, and implement improvements

With Cleaner Air as the stated goal of this plan, the more broadly the Port can participate with other stakeholders, the more widely the net can be cast on improvement opportunities. In this respect, the Port has less control over improvement opportunities, but with its unique vantage point crossing many companies and stakeholders’ paths, it can play more of a connector role.

As such, the Port is actively involved and continues to be open to new opportunities covering such topics as the following:

• Decarbonization in Shipping (Maritime Industry Initiative/ Blue Sky Coalition) • Alternative Fuels Infrastructure • Port Traffic Optimization (Greater Houston Port Bureau) • Hydrogen at Scale (U-Texas/ GTI) • Houston’s Energy Transitions and Center for Houston’s Future • Electric Vehicles • Intelligent Transportation Systems / Freight Shuttle • Texas Mobility • Port Area Mobility • Greater Houston Partnership Transportation Committee • Houston-Galveston Area Council Transportation Policy Council • Houston Freight Committee • Rice Baker Institute Energy Forum on CCUS

Port Houston has also engaged with the Healthy Ports Coalition and several NGO’s including Air Alliance, Environmental Defense Fund, and Texas Health Alliance. These discussions, combined with public venues through the Port Commission Citizens’ Advisory Council, provide new ways to collaborate, listen, and innovate additional ways to address the Clean Air challenge.

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Emission Reduction Potential As an economic engine, Port Houston has committed to leading by example, as well as supporting and celebrating the efforts made by its customers, tenants, and industry partners to reduce emissions. Port Houston plays a key role in managing mobile source emissions and has outlined where emission reductions are possible to set this course. Emission Reduction Potential The emission reduction strategies and tactics presented in Section 4 are viable options for reducing mobile source emissions at Port Houston terminals (and more broadly). The emission reduction potential of the strategies and tactics presented in Section 4 can vary and are dependent on the business decisions of industry partners. Implementation of Strategy #1 Replace Equipment Where Economically Feasible is the most straightforward option to reduce emissions at Port Houston terminals. When evaluating potential emission reductions within the HDDV and CHE source categories, Port Houston took a pragmatic approach and analyzed the extent to which vehicles and equipment would reach their useful life. Creating an emission reduction strategy that promotes the replacement of equipment at a logical interval, aims to build industry support, and leverage partnerships to achieve the objectives within the 2021 CASP Update. Emission Reduction Targets Based on 2013 GMEI data, Port Houston may possibly reduce total NOx emissions and PM2.5 emissions by 5.4% and 6.4%, respectively, from 2013 GMEI baseline levels. Achieving these emission reduction targets require the implementation of the following tactics under Strategy #1 Replace Equipment Where Economically Feasible:

• Tactic — Encourage Application of US EPA Heavy-Duty Truck Emission Standards • Tactic — Upgrade Cargo Handling Equipment (CHE) that have reached their useful life

Implementing these tactics at Port Houston operated terminals has the potential to reduce total NOx emissions by 2.9% and total PM2.5 emissions by 3.4%. Implementing these tactics at tenant operated terminals has the potential to reduce total NOx emissions by an additional 2.5% and total PM2.5 emissions by an additional 3.0%. Combining the emission reduction potential of implementing these tactics at both Port Houston operated terminals and tenant operated terminals equates to the targets presented above. Meeting these targets will require support from industry partners.

Potential Emission Reductions from the HDDV Source Category Potential emissions reductions from HDDVs that call to Port Houston-operated terminals were calculated based on feasible expectations on what Port Houston is able to control versus what Port Houston is able to influence. Therefore, targeted emission reductions were based on assessing ways to reduce in-terminal emissions at Port Houston operated terminals.

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Identifying the number of truck trips calling Port Houston-operated terminals versus tenant- operated terminals was the first step in the emission reduction calculations. Each of the reported 2013 GMEI truck trips were either classified as a containerized or non-container move. The assumed age distribution for the two classifications of trucks is presented in Table 5 as referenced in the 2013 GMEI. This age fraction was applied to all 2013 containerized and non-containerized Port Houston calls to determine the total number of trips performed for a given model year of truck.

Table 5: Baseline Age Fraction

Containerized HHDV Age Non-Containerized HHDV Age Model Year Fraction Fraction 2013 0.0309 0.0266 2012 0.0675 0.0095 2011 0.0912 0.0190 2010 0.0480 0.0025 2009 0.0190 0.0193 2008 0.0338 0.0256 2007 0.0285 0.0205 2006 0.1242 0.1602 2005 0.0920 0.0829 2004 0.0792 0.0797 2003 0.0464 0.0593 2002 0.0387 0.0725 2001 0.0328 0.0406 2000 0.0453 0.0488 1999 0.0635 0.08502 1998 0.0493 0.0693 1997 0.0359 0.0368 1996 0.0216 0.0342 1995 0.0195 0.0225 1994 0.0112 0.0230 1993 0.0066 0.0185 1992 0.0037 0.0025 1991 0.0021 0.0062 1990 0.0016 0.0082 1989 0.0008 0.0011 1988 0.0011 - 1987 0.0019 0.0014 1986 0.0005 0.0033 1985 0.0005 - 1984 0.0005 -

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1983 0.0021 0.0005

Note: HHDV=Heavy-Duty Diesel Vehicle

As part of the emission reduction strategy, Port Houston looked at the number of truck trips to Port Houston-operated terminals, by HDDVs that exceeded their 31-year useful life. As an example, a model year 1995 truck will have reached its useful life by calendar year 2025. Therefore, using 2013 truck trip information as a foundation, it was assumed that all trucks model years 1995 and older would need be replaced with a 2010 compliant truck by calendar year 2025. This would constitute replacing approximately 5% of Port Houston’s containerized fleet and 9% of the non-containerized fleet.

To calculate emission reductions potential, emission rates were run using U.S. EPA’s MOVES 2014 model and applied to assumed in-terminal travel distances. Details on the calculated emission reductions from calendar years 2021-2025 are presented in Appendix F. It is estimated that implementation of this tactic would reduce NOx and PM2.5 by 13.62% and 14.24% respectively. Calculations of these percentages is based on the calculated emission reductions projected by calendar year 2025 divided by the 2013 GMEI reported in-terminal emissions at Port Houston- operated terminals (i.e., Turning Basin, Bayport, Barbours Cut)

Emission Reductions from the CHE Source Category Emission reduction goals for CHE sources were established by strategically looking at the current state of CHE equipment as noted in the 2013 GMEI. Table 2, previously presented above, was used as a look-up to identify Tier 0 and Tier 1 equipment that will reach or exceed their useful life in calendar years 2021-2025. To calculate emission reduction, emission rates were gathered using the appropriate emission standard based on the given Tier and horsepower of a piece of equipment. 50% of Tier 0 and Tier 1 Equipment that has reached it useful life is assumed to be replaced with a Tier 4 equipment of equal horsepower. Details on the calculated emission reductions from calendar years 2021-2025 are presented in Appendix F.

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Evaluation and Reporting Emission levels at Port Houston will ultimately be documented in periodic goods movement emission inventories. The status of the strategies and tactics described in Section 4 will be crucial to track progress toward Port Houston’s emission reduction pursuits. As described in this section, Port Houston will implement systems to obtain, track, and report progress. Tracking The next scheduled goods movement emissions inventory will analyze emissions from Port operations in 2019 with further analyses occurring every 5 years. This enables the Port to utilize the scheduled roll out of emission inventories as a basis of comparison to evaluate the effectiveness of CASP strategies by 2025. These planned inventories also align with the 2021 CASP Update goals and schedules. Enhanced tracking of equipment from each of the major source categories will allow for more streamlined emission reporting and allow Port Houston to more accurately track progress toward the CASP’s emission reduction pursuits. Data Data quality is a key component and will be required to track progress toward the emission reduction pursuits outlined in Section 5. The following information will be needed to establish a framework for evaluating emission reduction strategies and tactics and the progress of Port Houston’s emission reduction pursuits.

Strategy #1 Replace Equipment Where Economically Feasible Heavy-duty Diesel Vehicle — Progressive Emission Standard Schedule Each terminal might establish a method for reporting primary information for each truck that enters the terminal. At a minimum, this information will include:

• Truck license plate; • Truck age; and • Date and time of entry and exit.

Port Houston will use this information to evaluate the emissions profile of the HDDVs that access Port Houston terminals. This information may also be used in the development of state and federal grant applications and for other reporting purposes. Cargo Handling Equipment — Equipment Replacement Annually, Port Houston can request a list of all CHE used by tenants, including:

• Unique equipment identifier; • Make and model; • Age; • Engine fuel type and horsepower; • Presence of anti-idling equipment; and

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• Hours of use during the previous calendar year.

Port Houston will use the information to assess and recommend equipment replacement timelines. The information will also be used in the preparation of state and federal grant applications. Port Houston would collect the information for all Port Houston-operated terminals. Locomotives — Engine Replacement Engine and operational data for locomotives are controlled by Port Terminal Railroad Association and the Class 1 railroad companies operating at Port Houston. Port Houston would collaborate with these parties to obtain the following information:

• Locomotive unique identifier; • Owner/operator; • Age and horsepower; and • Date and time of arrival and departure in the Port; — Alternatively, hours of use for each switcher locomotive inside Port boundaries.

Port Houston can use the information to evaluate emissions from the locomotive source category. This information could also be used in the preparation of state and federal grant applications. Harbor Vessels — Tugboat Engine Repower/Replacement Engine and operational data for HVs is controlled by the vessel owners. Port Houston can seek to obtain the following information:

• HV unique identifier; • Owner/operator; • Age and horsepower; and • Hours of use for each HV inside the Port of Houston.

Port Houston can use the information to evaluate emissions from the HV source category. This information could also be used in the preparation of state and federal grant applications.

Strategy #2 Implement Operational and Technological Efficiencies Continue Focus on Industry Leading Drayage Truck Turn Times at Port Houston Terminals

Port Houston tracks and reports truck turn times weekly at its container terminals. General cargo multipurpose facilities do not have a mechanism for this measurement, and the nature of breakbulk cargo operations makes it lees imperative. Container through-gate and through- terminal times of one minute and 35-45 minutes are regularly observed, which places Port Houston as an industry leader in this respect. The technology and infrastructure investments mentioned earlier are part of what drives this performance.

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Port Houston can also explore developing a system for tracking and reporting trucking operations within the emission inventory boundaries. This system will allow the Port to assess broader operations of the drayage fleet, including routes, and visit times for each terminal. It is expected that such a tracking system could be used by Port Houston to identify opportunities to improve efficiency at Port terminals.

Port Houston has visited with suppliers of such systems and data as well as collaborated in analytical studies through local universities and H—GAC. Many such systems have been developed and deployed at other ports and for metropolitan areas, including Houston and Harris County. The most successful are executed in conjunction with the truck asset owners; this comes with a commensurate issue of protecting proprietary data and therefore availability for emissions reduction analysis and action planning. More general platforms using generally accessible blue tooth and other indicators of truck locations, can provide broader geographic coverage but come will limitations on location accuracy, origin/destination detail, operating speeds, and truck/engine identifiers. Thus, this analysis remains at an experimental / nascent market stage and the potential for specific actions for emission reductions is implicit, not explicit. Encourage Development of Alternative Fuel Infrastructure around Port Houston Facilities Port Houston can evaluate the demand for, and viability of, alternative-fuel HDDVs at Port Houston. Again, these markets are nascent, and subject to rapid change, acceleration or loss of market interest based on evolving fuel prices, technology development actual-versus-plan, and capital investment decisions of major asset owners and producers. Thus, any evaluation is directional and evolving in nature.

Within that context, alternative fueling infrastructure within and near Port Houston can be periodically assessed. This assessment is expected to include:

• Number of fueling stations/locations per fuel type (natural gas, electric, hydrogen); • Utilization per location, including average number of truck visits per week; and • Planned expansion of alternative fueling infrastructure (both in terms of new locations and expanded capacity at existing locations). • Numbers and types of vehicles in the local market (electric, CNG, Fuel Cell, etc.) Explore Opportunities to Increase Rail Capacity Port Houston will continue to monitor demand for rail service through internal master planning efforts. Port Houston will also continue to publish studies like the 2019 Market Demand Study and Business Case Analysis for Reduction of Emissions through Intermodal Opportunities and Incentives that evaluate options for increasing rail capacity. Encourage At-Berth Emission Reduction Measures Tracking shore power ready vessels calling Port Houston terminals is an important step in evaluating demand and interest in shore power infrastructure. In addition, monitoring advancements in capture- and control-technologies as new products move through relevant

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certification processes (e.g., CARB), and the technical aspects of fuel mix, navigation configurations, regulatory and policy changes, credits markets, etc. is key to evaluating options for applicability, and for at-berth emission reductions. Support Vessel Scheduling Optimization As outlined above, vessel scheduling systems are intended to improve efficiency and streamline the movement of cargo. Tracking wait times, the duration of vessel calls, and the efficiency at which containers move through Port Houston terminals are valuable metrics in evaluating the effectiveness of a scheduling system. Again, optimization involves data sharing across multiple parties including vessel owners and agents, Houston Pilots, Greater Houston Port Bureau, software and information systems, etc. It does not apply only to the public docks of Port Houston.

Strategy #3 Collabate with Industy and Regional Partners Develop Grant Programs to Pursue State and Federal Funding to Reduce Mobile Source Emissions Working with industry partners to identify and pursue state and federal grant funding can provide the resources needed to replace aging equipment. Port Houston shall continue to track the following metrics:

• Grant dollars awarded by the Port and grant dollars received from outside sources; • Number of pieces of equipment funded and/or replaced; and • Emission reductions achieved per equipment replacement.

Port Houston will use this information to evaluate progress and the effectiveness of this emission reduction strategy. Develop Policies encouraging emissions reductions across Stakeholders Developing and implementing policy that is consistent with regional partners provides stability for industry to make investments in cleaner equipment. Port Houston will continue to track and monitor air quality legislation and engage local stakeholders. Participate in multi-stakeholder consortia focused on local, regional, and industry-wide leading practices and projects to baseline, measure, and implement improvements Involvement in multi-agency and multi-stakeholder initiatives comes with each organization’s periodic reporting, identification of relevant projects and efforts, and other deliverables. These can be catalogued, synthesized as appropriate to the needs for CASP updates and for reporting to Port management.

Reporting Integral to the 2021 CASP Update is Port Houston’s commitment to transparency. Ongoing, public reporting will be performed to ensure the Port Commission of the Port Houston (Commission)

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and Port stakeholders are well-informed about the progress being made. Outreach to the Commission will occur on the following schedule:

• Annually, to discuss prior year’s results. Currently, these are planned for the second quarter; however, the schedule may change as data collection procedures evolve, or in years where emission inventories are under preparation. • Whenever Port or terminal operations may have a recognized impact on the ability to meet goals. • Whenever changes to the 2021 CASP Update are proposed. • In addition, many of the proposed 2021 CASP Update measures will need Commission- approval to be implemented. Requests for Commission-approval will be accompanied with an assessment of the associated emission reductions, costs, and schedule for the proposed action. This includes: — Approval of grant agreements; — Capital expenditures (e.g., shore power and at-berth emission capture/control); — Tenant improvements (e.g., terminal lighting upgrades); and — Operational/policy changes (e.g., ban of older HDDVs).

It is Port Houston’s intention to disseminate information regarding the 2021 CASP Update to all interested parties. Therefore, Port Houston will establish an electronic mailing list as a conduit to provide updates and related information for stakeholders.

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APPENDIX A

AIR QUALITY POLLUTANTS

Appendix A. Air Quality Pollutants

Nitrogen Oxides (NOx) NOx is a generic term for nitrogen oxides (NO and NO2; nitric oxide and nitrogen dioxide, respectively). In an internal combustion engine, combustion of a mixture of air and fuel produces temperatures high enough to yield various oxides of nitrogen. In areas of high motor vehicle traffic, such as in large cities, the amount of NOx emitted into the atmosphere can be quite significant. These oxides are poisonous, and can react with the oxygen in the air to produce ground level ozone and acid rain. Particulate Matter (PM) PM refers to tiny particles found in the air and can include dust, dirt, soot, smoke, and liquid droplets. Some PM is large and dark enough to be seen, such as soot and smoke; other particulate matter is so fine that it can be detected only with a microscope that examines air. PM is in emissions from cars, trucks, buses, factories, construction sites, tilled fields, unpaved roads, stone crushing, and burning wood. PM is formed indirectly when emissions from burning fuels -- especially emissions from motor vehicles, electric power plants, and other industrial processes -- react with sunlight and water vapor. It is also formed by grilling food on charcoal or gas, burning leaves and brush, and burning wood in a fireplace or wood stove.

Sulfur Dioxide (SO2) SO2 is one of a group of highly reactive gasses known as “oxides of sulfur” and is linked with a number of adverse effects on the respiratory system. SO2 is a colorless gas with a pungent and suffocating odor, similar to a just-struck match. Most SO2 in the air comes from the burning of coal and oil at electric power plants. Other sources of sulfur dioxide in the air are industrial facilities that use coal or oil, petroleum refineries, cement

manufacturing, metal processing, paper pulp manufacturing, and copper smelting. Trains, large ships, and some diesel equipment burn high sulfur fuel, which releases sulfur dioxide into the air.

Volatile Organic Compounds (VOCs) VOCs are released from burning fuel, such as gasoline, wood, coal, or natural gas. They are also released from solvents, paints, glues, and other products that are used and stored at home and at work. Many volatile organic compounds are also hazardous air pollutants. VOCs when combined with NOx react to form ground-level ozone, or smog, and contribute to climate change. Examples of VOCs are gasoline, benzene, formaldehyde, solvents such as toluene and xylene, and perchloroethylene (or tetrachloroethylene), the main solvent used in dry cleaning. Many volatile organic compounds are commonly used in paint thinners, lacquer thinners, moth repellents, air fresheners, hobby supplies, wood preservatives, aerosol sprays, degreasers, automotive products, and dry cleaning fluids.

Carbon dioxide (CO2) CO2 is colorless, and acts as an asphyxiant and an irritant and is considered very unhealthy at levels above 5,000 ppm. CO2 is produced by burning fossil fuels, such as coal, oil, gasoline, and natural gas, used for electricity generation, transportation vehicles, cement, or lime manufacturing, waste burning, and natural gas flaring. Uses of CO2 include refrigeration, carbonation, and production of other chemicals such as fertilizers, aerosol propellants, aspirin, and inflating devises. In the atmosphere, CO2 is part of the global carbon cycle between the atmosphere, oceans, land, marine life, and mineral reservoirs. Considered a “greenhouse gas” because CO2 absorbs heat in the atmosphere, sending some of the

absorbed heat back to the surface of the earth and contributing to climate change. Carbon Monoxide (CO) CO is a colorless, odorless, and tasteless gas which is highly toxic to humans and animals in higher quantities CO is produced by the incomplete burning of natural gas, gasoline, liquefied petroleum gas, oil, kerosene, coal, charcoal, or wood. Sources of CO include unvented kerosene and gas space heaters; leaking chimneys and furnaces; gas stoves; back-drafting from furnaces, gas water heaters, fireplaces and engine exhaust. CO is used to separate metals from their ores and make other chemicals, including phosgene and is used in blast furnaces.

APPENDIX B EMISSION SOURCE

CATEGORIES

Appendix B. Emission Source Categories

Ocean Going Vessels Ocean Going Vessels (OGVs) calling at port terminals are the largest emissions sources at the Port. Types of OGVs visiting the Port include auto carriers, RoRo (roll on/roll off vessels), reefer (refrigerated vessels), tankers, and general cargo vessels. Marine fuel combustion in the onboard OGV propulsion engines, auxiliary engines, and auxiliary boilers is the source of the emissions generated in OGVs. OGVs contribute significantly to air pollution, primarily in the form of SO2, PM, and NOx. Pollution from OGVs is primarily due to fuel, called “bunker fuel” which is high in SO2 and used globally.

Harbor Vessels Harbor craft are commercial vessels that operate mostly within or near a port. Harbor craft working in the Port include tugboats, commercial fishing vessels, charter fishing vessels, as well as crew and supply boats. The harbor craft use both propulsion and auxiliary engines in routine operations. Exhausts from onboard main (propulsion) engines, auxiliary engines, and auxiliary boilers are the source of the emissions associated with harbor craft.

Cargo Handling Equipment Cargo handling equipment (CHE) is equipment used to move cargo (containers, general cargo, and bulk cargo) to and from marine vessels, railcars, and on-road trucks. CHE includes cranes, yard tractors, top and side handlers, forklifts, and other related equipment found in smaller quantities such as loaders, sweepers, backhoes, aerial platform lifts, and generator sets. The equipment typically only operates at marine terminals or at rail yards and does not operate on public roadways. CHE can be diesel, gasoline, alternative fuel, or

electrically powered. Fuel combustion is the source of emissions from this equipment. Although this equipment is not a large emissions source in the Port, these emissions are generated in proximity to workers and the local community.

Locomotives Railroad operations are typically described in terms of two different types of operation, line haul and switching. Line haul refers to the movement of cargo over long distances (e.g., cross-country) and occurs within the Port as the initiation or termination of a line haul trip, as cargo is either picked up for transport to destinations across the country or is dropped off for shipment overseas. Switching refers to the assembling and disassembling of trains at various locations in and around the Port, sorting of the cars of inbound cargo trains into contiguous “fragments” for subsequent delivery to terminals, and the short distance hauling of rail cargo within the Port. The Port Terminal Railroad Association provides the switching operation at the Port and BNSF Railway, Union Pacific, and Kansas City Southern Railroad provide long haul service at the Port.

Heavy Duty Trucks Heavy-duty drayage trucks are diesel-fueled trucks that transport marine cargo, containers, or transport chassis. Refrigerated trailers, built to accommodate the transfer of refrigerated cargo, are the most common type of tractor trailers at the Port. Diesel fuel combustion in truck engines is the source of emissions generated in heavy-duty drayage trucks. Trucks are the second largest source of emissions at the Port.

APPENDIX C MAP OF PORT HOUSTON

PROPERTIES

Old River

Houston Cloverleaf San Jacinto River Lost Lake

ACL Barge Fleeting Burnet Bay Channelview

HROP Greens Bayou Baytown SS _^ LAT

KRE Carpenters Bayou Jacinto City Wah Chang

Filter Bed Greens Bayou Crystal Bay House-Stimson Greens Bayou East Clinton Clinton Jacintoport Terminal Buffalo Bayou West Clinton Bulk_^ Materials Handling Glendale Beltway 8 Tract CARE Terminal Scott Bay

Southside Wharves North of Turning Basin VOPAK Goat Island Houston Ship Channel Galena ParkHunting Bayou Patrick's Bayou^_ Hunting Bayou Peggy Lake BOSTCO Turning Basin Mitchell Bay Cotton Batch Bayou _^ Barnes Island Goose Creek Industrial Park East Panther Creek

Woodhouse Alexander Island Brays Bayou Manchester Wharves Vince's Creek Black Duck Bay SH 146 HWY Liquid Cargo Barge Dock

Sims Bayou 225 Upper San Jacinto Bay SH 225 Alexander Sims Bayou ¦¨§ Black Duck Bay Vince's Creek Spillman Tabbs Bay Black Duck Bay Du_^Pont _^ Legend

Deer Park Lower San Hog Island Lease Submerged Lands Jacinto Bay ^_ Rosa Allen Spilman Island Offshore Dredge Material Levee Ship Channel Barbours Cut North L Street Galveston Bay Shallow Channels and IntraCoastal Barbours Cut Terminal Dredged Material Placement Areas Sims Bayou Port of Houston Authority Property Cell 16 Street Type La Porte Muni La Porte Morgan's Point Freeway Tollway Major Pasadena HWY Atkinson Island Tunnel

South Houston 146 SH

BLVD LUELLA Cell 15 William P Hobby

Jacinto City HROP LAT Filter Bed

House-Stimson East Clinton Clinton E R AV Galveston Bay : Y H Houston West Clinton R S Glendale DA GENOA R CK D Buffalo Bayou ALME L D Bird Island E Houston K Shoreacres M L D D E Galena Park W O Southside Wharves North of Turning Basin 0 Y La Porte O Location Map Y Boliver Marsh R §¨¦ Hunting Bayou Bayport Channel KA AR D 4 W E R Boliver 5 Bayport Terminal A L T Turning Basin Galveston Bay N LLISON RD R C I OPeninsula Liberty D P NG S

FUQUA FUQUA Harris Chambers I S OysterK Lake A Industrial Park East B Bayport ST S B O Panther Creek Memorial Tract L HorseshoeA Lake Houston Ship Channel

6TH C D Woodhouse Taylor Lake S Manchester Wharves Fort Bend K Houston H R Ellington Field A A W C Brays Bayou Vince's Creek Galveston K S Seabrook B B Pasadena Lake Brazoria E Gulf of Mexico B L A Swan Lake V M Sims Bayou El Lago D E R MI DR Taylor Lake Village Sims Bayou Pasadena West Bay Sims Bayou Pelican Island Revision Date: April 14, 2016 Projection Information: Name: NAD 1983 StatePlane Texas South Central FIPS 4204 Feet Pelican Island Projection: Lambert Conformal Conic 0 0.5 1 2 3 4 Datum: North American 1983 False Easting: 1968500 False Northing: 13123333.3333333 Miles Central Meridian: -99 Standard Parallel 1: 28.3833333333333 Standard Parallel 2: 30.2833333333333 Port of Houston Authority 0 5,00010,000 20,000 30,000 Latitude Of Origin: 27.8333333333333 Galveston This map was compiled from various sources and efforts have been taken to ensure accuracy. File: Port Properties (B-size).mxd Feet The Port of Houston Authority assumes no liability for errors or omissions contained in this map. Streets data from STAR*Map® Map of Properties

APPENDIX D NORTH AMERICAN SEAPORT

AIR QUALITY BMP REVIEW

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

And influence new purchases to include BMP / Educational Awareness about reducing emissions equipment up to highest emission standards. 2009 - 2010 Port of NY & NJ Harbor Vessels Policies BMP / Educational Clean Ship/Green Flag Program Used to track ESI. 2009 - 2014 Port of NY & NJ Ocean Going Vessels Policies Consider actions and pilot Program to work BMP / Educational Cold Weather Idling pilot program through technical issues. "Future" Port of NY & NJ Cargo handling equipment Policies Establishing criteria for evaluating and BMP / Educational Environmental Ship Index (ESI) recognizing clean ships. 2009 Port of NY & NJ Ocean Going Vessels Policies hybrid, CNG, Electric - lifting equipment at BMP / Educational Evaluation of alternative power intermodal yards. 2011 - 2014 Port of NY & NJ Locomotives Policies For cost of cleaner / alternative fuels for harbor craft (bulk suppliers, and tax BMP / Educational Explore options - reducing fuel costs incentives) "Future" Port of NY & NJ Harbor Vessels Policies NYCEDC to seek to repeal the NY State tax BMP / Educational Lobbying - tax exemption repeal exemption for bunker fuel. 2009 Port of NY & NJ Ocean Going Vessels Policies

NYCEDC negotiated a lease agreement at South Brooklyn Marine Terminal with Axis,

which includes financial incentives for BMP / Educational Move goods by rail or barge - incentive program moving goods by rail or barge 2009 Port of NY & NJ Locomotives Policies Led by EPA R2 helping advance the agency work needed to submit and support the ECA BMP / Educational North American Emissions Control Area support application process. 2009 Port of NY & NJ Ocean Going Vessels Policies Freight movement, modal splits, and short Heavy Duty Diesel Fueled On-Road BMP / Educational NYCEDC Study sea shipping 2009 Port of NY & NJ Vehicles Policies

Determine cause of idling by CHE and work BMP / Educational On-Terminal Idling study to strengthen Idle Reduction Program 2009 Port of NY & NJ Cargo handling equipment Policies To implement clean ship and other related BMP / Educational Partnerships with other ports programs 2009 - 2014 Port of NY & NJ Ocean Going Vessels Policies Post-combustion controls and after-treatment BMP / Educational technology Investigate and test for tugs. 2010 - 2012 Port of NY & NJ Harbor Vessels Policies Heavy Duty Diesel Fueled On-Road BMP / Educational Public-private partnerships For Retrofits and/or alternative fuels. 2009 - 2014 Port of NY & NJ Vehicles Policies BMP / Educational Test Hydraulic and Electric Hybrid Yard Holsters Sponsor pilot project to do so. 2009 - 2011 Port of NY & NJ Cargo handling equipment Policies Phase out older trucks (pre 1994 to 2004 or Heavy Duty Diesel Fueled On-Road BMP / Educational Truck Replacement Program newer) 2010 - 2017 Port of NY & NJ Vehicles Policies

Anti-idling technology install in switcher locomotive engines 2009 -2010 Port of NY & NJ Locomotives Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

And convert locomotive switcher engines supporting the operation to GenSet config Cross-harbor rail barge and implement ULSD in both 2009 - 2014 Port of NY & NJ Harbor Vessels Equipment Upgrade Decommission 2 diesel cranes and upgrade 9 Decommission or Electrify Cranes to electric 2009 - 2014 Port of NY & NJ Cargo handling equipment Equipment Upgrade

Diesel Oxidation Catalysts on Ferries Install on private ferries 2009 - 2014 Port of NY & NJ Harbor Vessels Equipment Upgrade

Diesel Particulate Filters (DPF) Installed and evaluated DPF on yard tractors 2009 Port of NY & NJ Cargo handling equipment Equipment Upgrade Such as electrification of lift equipment, Efficiency Improvements alternative power, etc. "Future" Port of NY & NJ Locomotives Equipment Upgrade

Electric cranes and modernization of all CHE at container terminals to models meeting Electric Cranes EPA's 2004 on-road emissions standards. 2009 Port of NY & NJ Cargo handling equipment Equipment Upgrade

Engineer retrofits / replacements Staten Island Ferries and tugs 2009 Port of NY & NJ Harbor Vessels Equipment Upgrade Expand program to private ferries, tugs, and Engineer retrofits / replacements (MERP) other harbor crafts. 2009 - 2014 Port of NY & NJ Harbor Vessels Equipment Upgrade Port truck owners finance acquisition of Heavy Duty Diesel Fueled On-Road Finance acquis ion of trucks newer, lower emitting vehicles. 2009 - 2012 Port of NY & NJ Vehicles Equipment Upgrade Replace on-board air compressor (diesel Ground Air System powered) 2009 Port of NY & NJ Locomotives Equipment Upgrade Restrict idling times of diesel powered CHE through automatic shutoff devices and Idle Reduction Program electric plug-in technology. 2009 Port of NY & NJ Cargo handling equipment Equipment Upgrade

Marine Vessel Engine Replacement Program Tier I, II or III marine engines 2009 Port of NY & NJ Harbor Vessels Equipment Upgrade up to 300 pieces of CHE (including 50 of oldest engines) - meet EPA's 2007 on-road Modernize / upgrade / decommission CHE standards 2009 - 2014 Port of NY & NJ Cargo handling equipment Equipment Upgrade

New Engines with DPF - cranes Total of 4 wharf cranes 2010 Port of NY & NJ Cargo handling equipment Equipment Upgrade Phoenix Beverages fleet upgrade to CNG Heavy Duty Diesel Fueled On-Road NYCEDC truck upgrade (100 trucks) within 7 years 2010 Port of NY & NJ Vehicles Equipment Upgrade Two switching locomotive engines with Reconfigure engines GenSet 2010 - 2011 Port of NY & NJ Locomotives Equipment Upgrade

Replace / Upgrade all remaining CHE Using best available technology "Future" Port of NY & NJ Cargo handling equipment Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Of all PA leased terminals with alternative powered equipment (including hydraulic Replace 1/3 CHE Fleet hybrids, CNG, etc.) 2009 - 2014 Port of NY & NJ Cargo handling equipment Equipment Upgrade

Retrofit / Replace Locomotives UP to 3 switching locomotives 2009 - 2010 Port of NY & NJ Locomotives Equipment Upgrade In advance of EPA's 2012 non-road diesel Accelerate use of ULSD fuel standards. 2009 - 2011 Port of NY & NJ Harbor Vessels Fuel upgrade CNG, Propane or electric powered forklifts For Warehouse 2009 Port of NY & NJ Cargo handling equipment Fuel upgrade Fuel switch in switcher locomotives service ILSD fuel switch Port and in CHE 2009 - 2012 Port of NY & NJ Locomotives Fuel upgrade Incentive program to switch to low sulfur fuel Incentive program for low-sulfur fuel when in ports 2009 - 2012 Port of NY & NJ Ocean Going Vessels Fuel upgrade

Enhance business to truckers using Stairway Heavy Duty Diesel Fueled On-Road Smart Way partnership air emission and fuel efficiency upgrades. 2009 - 2010 Port of NY & NJ Vehicles Fuel upgrade In all harbor craft, including Staten Island Switchover to ULSD Ferries. 2009 Port of NY & NJ Harbor Vessels Fuel upgrade Completed switchover to use ultra-low sulfur ULSD switchover diesel fuel in all CHE. 2009 Port of NY & NJ Cargo handling equipment Fuel upgrade Upgrade wharf power infrastructure to Infrastructure Electrify 9 new cranes support 9 new electric cranes. 2009 - 2014 Port of NY & NJ Cargo handling equipment Upgrade Extending and modernizing the Staten Island Infrastructure Expanded rail capacity RR 2009 Port of NY & NJ Locomotives Upgrade Establish on-dock rail at all container Infrastructure Express Rail Expansion terminals. 2007 Port of NY & NJ Locomotives Upgrade Infrastructure Extend and Modernize rail lines increase efficiency. 2009 -2011 Port of NY & NJ Locomotives Upgrade

Anti-idling device on an on-dock switcher Infrastructure Kim Hot Start locomotive at NY Container Terminal. 2009 Port of NY & NJ Locomotives Upgrade With Electrification technology to reduce emissions and other amenities to encourage Heavy Duty Diesel Fueled On-Road Infrastructure Near Port Truck Parking use. "Future" Port of NY & NJ Vehicles Upgrade Heavy Duty Diesel Fueled On-Road Infrastructure New Exit Ramp / Port-Only Lane Off NJ Turnpike for Port traffic only "Future" Port of NY & NJ Vehicles Upgrade Increase roadway capacity and reduce Heavy Duty Diesel Fueled On-Road Infrastructure NY/NH Roadway Enhancement congestion 2009 or before Port of NY & NJ Vehicles Upgrade Install plug-ins at NYC marine terminal and Heavy Duty Diesel Fueled On-Road Infrastructure Plug-ins for Refrigerated Containers Hunts Point "Future" Port of NY & NJ Vehicles Upgrade Infrastructure Shore Power "cold ironing" 2009 - 2011 Port of NY & NJ Ocean Going Vessels Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

Enable them to shut off engines while picking Infrastructure Strong-arm dockers on ferries up or discharging passengers at dock. "Future" Port of NY & NJ Harbor Vessels Upgrade Infrastructure Wind Turbines At Port Authority facilities. "Future" Port of NY & NJ Cargo handling equipment Upgrade For trucks serving terminal, fast lane for 2004 Heavy Duty Diesel Fueled On-Road Operating Procedure Appointment system or younger trucks 2010 Port of NY & NJ Vehicles Update monitor incoming vessel speeds and plan just Operating Procedure Automatic Identification System (AIS) in time arrival 2009 -2011 Port of NY & NJ Harbor Vessels Update As part of NYC EDC's Phase II Maritime Operating Procedure Identify Tug tie up and shut down locations Support Study 2009 - 2011 Port of NY & NJ Harbor Vessels Update Operational procedure to shut down engines when not in use and outside temperatures Operating Procedure Locomotive shut down permit. 2009 Port of NY & NJ Locomotives Update Increase amount of cargo leaving port on rail Operating Procedure Long Term operational Change vs. truck "Future" Port of NY & NJ Locomotives Update NYSA created rail incentive program in July Operating Procedure NYSA Rail Incentive Program 2007 2007 Port of NY & NJ Locomotives Update Enhance use of rail and barge: Express Rail expansion, short haul rail lines, short sea Operating Procedure Reduce truck dependency / Use Rail shipping "Future" Port of NY & NJ Locomotives Update Change operating rules for chassis pool so Heavy Duty Diesel Fueled On-Road Operating Procedure Shipping Line Rule Change they are more effective. "Future" Port of NY & NJ Vehicles Update Electric gates, relocated gates, and extended Heavy Duty Diesel Fueled On-Road Operating Procedure Terminal Operators upgrades gate hours 2009 or before Port of NY & NJ Vehicles Update Operating Procedure Vessel assignment planning Reduce transit length 2009 -2011 Port of NY & NJ Harbor Vessels Update Year-round program for ships approaching Operating Procedure Vessel Speed Incentive Program harbor. 2009-2012 Port of NY & NJ Ocean Going Vessels Update Operating Procedure Vessel Speed Reduction Increase fuel efficiency 2009 -2011 Port of NY & NJ Harbor Vessels Update Working with stakeholders, (construction contractors, tenants, and operations) develop and BMP / Educational Anti-Idling Policy and Enforcement for CHE implement anti-idling policies. Ongoing Port of Houston Cargo handling equipment Policies

Work with the City of Houston and Harris County,

to develop and implement an anti-idling policy in

order to expedite and enhance the message to BMP / Educational Anti-Idling Policy for Region customers and community. Ongoing Port of Houston Cargo handling equipment Policies Demonstrated a hybrid system retrofitted yard BMP / Educational Centerpoint Hybrid Yard Tractor tractor. Ongoing Port of Houston Cargo handling equipment Policies

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Extend the Clean Fleet Policy to construction BMP / Educational Clean Fleet Policy for Contractors contractors. Ongoing Port of Houston Cargo handling equipment Policies

Continue to develop and implement the Clean

Fleet Policy for PHA and all operator/tenants to

encourage fleet turnover in an accelerated manner BMP / Educational Clean Fleet Policy Program through the use of private funds or grants. Ongoing Port of Houston Cargo handling equipment Policies

„Capacity™‟ CNG yard tractor was demonstrated at BCT. Results were mixed: drivers noted it would BMP / Educational CNG Yard Tractor Demonstration not also be able to operate a full shift. Ongoing Port of Houston Cargo handling equipment Policies Educate tenants on potential grant programs and

provide outreach in terms of grant-writing and exploration of additional funding programs for CHE BMP / Educational Educational/Outreach Program replacement. Ongoing Port of Houston Cargo handling equipment Policies Developed partnerships with 4 private entities in order for PHA to apply as the public entity for federal funding. The

development of partnerships is an on-going BMP / Educational Public / Private Partnerships CASP action item. 2011 Port of Houston Cargo handling equipment Policies Develop an education/outreach program specifically to construction contractors to educate BMP / Educational TERP for Construction Project Equipment them on funding programs. Port of Houston Cargo handling equipment Policies

first commercially available diesel electric hybrid yard tractor. The yard tractor is Diesel Electric Hybrid Yard Tractor battery operated with a small diesel engine. 2009 Port of Houston Cargo handling equipment Equipment Upgrade

PHA was awarded over $600,000 in DERA grant funds to replace 14 yard crane engines Grant Administration with new, cleaner tons of NOx. 2011 Port of Houston Cargo handling equipment Equipment Upgrade

Investigate incentive programs to retire tenants‟ CHE fleet Ongoing Port of Houston Cargo handling equipment Equipment Upgrade 9 new RTG with fuel saving technology and anti- New Purchases idling Ongoing Port of Houston Cargo handling equipment Equipment Upgrade PHA acts as an agent for the implementation of $3.4 million dollars to repower or replace over 157 older diesel engines for tenants and Pass thru-Grants users, 2009 Port of Houston Cargo handling equipment Equipment Upgrade Explore possible lease modifications to encourage Policy Modifications fleet turnover Ongoing Port of Houston Cargo handling equipment Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Electrification of trucks and yard tractors at Yard Tractor Electrification Demonstration Bayport, for example, may be considered. Port of Houston Cargo handling equipment Equipment Upgrade Establish fueling policy for the entire fleet, tenants, and contractors to only operate on TxLED On- Fueling Policy for Tenants/Contractors Road Diesel for all CHE. Port of Houston Cargo handling equipment Fuel upgrade

Install/upgrade electric infrastructure to support Infrastructure Electrical Power Infrastructure electrification of - PHA Barbour Cut - wharf cranes Ongoing Port of Houston Cargo handling equipment Upgrade

As part of the permit with the Corp of Engineer's PHA committed to use clean fuel

and clean engine technology PHA Bayport Operating Procedure Bayport Terminal Permit Commitment Terminal to help reduce air emissions. 2011 Port of Houston Cargo handling equipment Update

PHA established and implemented a fueling policy to purchase the cleanest on-road fuel Operating Procedure Fueling Policy for PHA Fleet available for equipment and vehicles. Ongoing Port of Houston Cargo handling equipment Update

Develop a working group of stakeholders, (harbor craft owners) to ensure that vessels used in the Houston Ship Channel are repowered with engines

that meet the cleanest engine standards and that vessels are using the cleanest diesel fuel available BMP / Educational Education / Outreach for Harbor Vessels in the area prior to EPA regulatory dates. Ongoing Port of Houston Harbor Vessels Policies Support policy for the implementation of the BMP / Educational Marine Engine Rule Marine Engine Rule Ongoing Port of Houston Harbor Vessels Policies

Encourage the demonstration and implementation BMP / Educational New Technology Demonstration of advanced technology systems 2011 Port of Houston Harbor Vessels Policies Supported TWOA MOA for emission reduction in BMP / Educational TWOA MOA HGB area. 2011 Port of Houston Harbor Vessels Policies Evaluate scrubber technology for tugboats and/or Scrubber Technology for Harbor Vessels dredges. Ongoing Port of Houston Harbor Vessels Equipment Upgrade Tugs, towboats and dredges using on-road TxLED instead of off-road TxLED in advance of the Fueling Policy for Tugboats/Dredges regulations. 2012 Port of Houston Harbor Vessels Fuel upgrade Hybrid Tugboat Demonstration Demonstrate the viability of a hybrid tugboat. Ongoing Port of Houston Harbor Vessels Fuel upgrade This measure includes an education/outreach program to drayage Heavy Duty Diesel Fueled On-Road BMP / Educational Education/Outreach for Drayage Trucks truck owners/operators. Ongoing Port of Houston Vehicles Policies

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Determine the causes of on-terminal idling Heavy Duty Diesel Fueled On-Road BMP / Educational Anti-Idling by Trucks Ongoing Port of Houston Vehicles Policies PHA will work with Port terminals to set and enforce speed limits within the terminals for Heavy Duty Diesel Fueled On-Road BMP / Educational Speed Limit Enforcement on-road vehicles. Ongoing Port of Houston Vehicles Policies PHA will evaluate re-fueling vapor recovery Heavy Duty Diesel Fueled On-Road BMP / Educational Stage II Vapor Recovery System systems. Ongoing Port of Houston Vehicles Policies Established a quarterly truck policy working group to develop and review strategic recommendations for PHA and tenant Heavy Duty Diesel Fueled On-Road BMP / Educational Stakeholder Involvement operations. Ongoing Port of Houston Vehicles Policies

This innovative financing project was developed through a collaborative process

that included PHA, H-GAC, Environmental

Defense Fund, the University of Texas Center for Transportation Research, and Emisstar Heavy Duty Diesel Fueled On-Road HDDV Bridge Loan Program Facilitation. LLC. 2009 Port of Houston Vehicles Equipment Upgrade PHA committed $50,000 towards the EPA Smart Heavy Duty Diesel Fueled On-Road Smart Way Drayage Truck Program Way Program in the HGB area Ongoing Port of Houston Vehicles Equipment Upgrade

Consider near-Port truck parking areas with plug-in electrification technology to reduce Heavy Duty Diesel Fueled On-Road Operating Procedure Electrification idling emissions and rest stop amenities Ongoing Port of Houston Vehicles Update

In January and March of 2010, EPA and

contractors installed PEMS and PAMS units on H-GAC Drayage Truck drayage trucks that serve Barbours Cut and Heavy Duty Diesel Fueled On-Road Operating Procedure PEMS study Bayport to collect data and ride with drivers. 2010 Port of Houston Vehicles Update Consider an appointment system for trucks serving the terminals, including a fast lane at the gate for newer (2004 or younger)

vehicles, in order to decrease total truck Heavy Duty Diesel Fueled On-Road Operating Procedure Operations / Logistics turnaround time Ongoing Port of Houston Vehicles Update Evaluate effectiveness and practicality of creating a regional anti-idling policy with the City of Houston, Harris County, the City of

Pasadena, etc. Consider actions to address

problems with hot weather idling and creep Heavy Duty Diesel Fueled On-Road Operating Procedure Regional Anti-Idling Policy idling Ongoing Port of Houston Vehicles Update

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Evaluate a policy requiring a certain percentage of tenant trucks be upgraded Heavy Duty Diesel Fueled On-Road Operating Procedure TERP Policy for Tenant Trucks through TERP or other means. Ongoing Port of Houston Vehicles Update Supported the start and funding of the TERP to help the HGB region meet the clean air goals of Heavy Duty Diesel Fueled On-Road Operating Procedure Texas Emission Reduction Program the State Implementation Plan (SIP). Ongoing Port of Houston Vehicles Update Evaluate effectiveness of collaborating with other truck programs and/or broadening Heavy Duty Diesel Fueled On-Road Operating Procedure Truck Program Collaboration scope of truck program. Ongoing Port of Houston Vehicles Update

Maintain a data base of trucks (manufacturer Heavy Duty Diesel Fueled On-Road Operating Procedure Truck Registry and year) of trucks entering the PHA Ongoing Port of Houston Vehicles Update

Evaluate the feasibility of an engine replacement schedule for locomotives – a five to ten-year plan Locomotive Engine Replacement in accordance with the EPA ruling. 2011 Port of Houston Locomotives Equipment Upgrade

Switching lines using on-road TxLED instead of off- road TxLED. Actual fuel usage with would be reviewed with line haul operators to determine

whether they use TxLED, as no credit for TxLED Fueling Policy for Locomotives was given in GMEI. 2011 Port of Houston Locomotives Fuel upgrade

Support the EPA and/or CARB in the verification of Ener-Burn™ to establish emission reduction percentages. PTRA uses Ener-Burn™ a fuel

additive which eliminates engine deposits and Verification of Ener-Burn™ Fuel Additive increases fuel efficiency. 2011 Port of Houston Locomotives Fuel upgrade Automatic shutdown devices installed in all switch engines to eliminate idling time longer than 15 Operating Procedure Anti-Idling Devices on Switcher Engines minutes. 2011 Port of Houston Locomotives Update

collaboration with AAPA and/or EPA, PHA would

reach out to the national rail lines, BNSF, UP and Collaboration with AAPA, EPA and National Rail KCS, to identify existing control measures, and to Operating Procedure Lines support additional control measures. 2011 Port of Houston Locomotives Update BMP / Educational C40 Climate Leadership Group C40 World Ports Conference in Rotterdam. 2008 Port of Houston Ocean Going Vessels Policies

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type PHA will initiate and establish collaboration with frequent shipping operators to jointly develop emission reduction strategies for BMP / Educational Collaboration with High Frequency Shipping Lines OGVs. Near Future Port of Houston Ocean Going Vessels Policies

Demonstrate the use of new technologies and alternative fuels, for example; an LNG- BMP / Educational Demonstrations fuel container vessel at berth. Near Future Port of Houston Ocean Going Vessels Policies Show effectiveness of OGVs using lower Fuel Switch Study with EPA’s International sulfur fuels. Sulfur Marine Gas Oil to replace BMP / Educational Project Office Heavy Fuel Oil. 2009 - 2010 Port of Houston Ocean Going Vessels Policies

ECA - The PHA, along with EPA‟s Office of International Affairs, is encouraging Mexico to join BMP / Educational North America ECA (Emission Control Areas) the North American ECA in the near future. Near Future Port of Houston Ocean Going Vessels Policies

PHA will assess the use of shore power for future

cruise ships at the new Bayport Cruise Terminal.

Currently, the Bayport Cruise Terminal is currently BMP / Educational Shore Power for Cruise Ships - Demonstration has no long term cruise ship services. Near Future Port of Houston Ocean Going Vessels Policies This measure would have ships slow their speed

approximately 20 miles from the entrance to the Vessel Speed Reduction from Buoy to HSC; emissions for this area were outside the BMP / Educational International Waters scope of the GMEI. Near Future Port of Houston Ocean Going Vessels Policies Evaluate the feasibility and effectiveness for Vessel Speed Reduction in Houston Ship emission reductions to further decrease speed of BMP / Educational Channel OGVs within the HSC Near Future Port of Houston Ocean Going Vessels Policies

AMEC is a barge- or dock-based system designed to capture and treat, using

Selective Catalytic Reduction (SCR), exhaust

Advanced Maritime Emission Control System emissions while OGVs are at anchorage (AMEC®) waiting to be berthed, and at berth. Near Future Port of Houston Ocean Going Vessels Equipment Upgrade Replace, repower and retrofit over 165 pieces of old diesel equipment owned by Diesel Emission Reduction Act DERA - PHA. 2011 or before Port of Houston Ocean Going Vessels Equipment Upgrade

Determine whether the type and frequency of

individual OGVs at Barbours Cut, Bayport, and

Jacintoport Terminals are sufficient in number to

make shore power feasible. Conduct a cost-benefit Infrastructure Study Shore Power at PHA Terminals analysis. Near Future Port of Houston Ocean Going Vessels Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type BMP / Educational Update Emissions Inventory On 5-year intervals. 2008, 2013 Port of Hueneme Other Policies

The statewide Drayage Truck Regulation was approved by the CARB to reduce emissions

from drayage trucks transporting cargo to

and from California’s ports and intermodal Heavy Duty Diesel Fueled On-Road BMP / Educational Maintain Drayage Truck Compliance rail yards. 2013 Port of Hueneme Vehicles Policies

The California At-Berth Ocean-Going Vessels

regulation has been established for at-berth emission reductions from auxiliary engines onboard OGV by utilizing grid-based shore Maintain Shore-Side Power Project power systems or other achievable Infrastructure Compliance and Reporting equivalent emission reduction strategies. 2011 Port of Hueneme Ocean Going Vessels Upgrade Replacing, repowering, or retrofitting Develop Terminal Equipment Upgrade Program terminal equipment 2013 Port of Hueneme Cargo handling equipment Equipment Upgrade An EMIS will store, process, and track key Design and Implement an Environmental environmental data while reducing overall BMP / Educational Management Information System management costs. 2013 - ongoing Port of Hueneme other Policies

A wide range of federal, state and local grant programs provide opportunities to secure

funding for implementation of replacement,

repower or retrofit projects in advance of BMP / Educational Pursue Grant Funding regulatory requirements. 2013 - ongoing Port of Hueneme other Policies

Lease negotiation offers the opportunity for the Port to negotiate and require specific air

emission control measures to be included in BMP / Educational Green Lease Program a lease agreements. 2013 - ongoing Port of Hueneme Other Policies Port-funded incentive programs will be one of the long-term, ongoing emission reduction measures to be implemented at the Port

when funding (including grant funding) BMP / Educational Technology Advancement Program becomes available. 2013 - ongoing Port of Hueneme Other Policies Port-funded incentive programs will be one of the long-term, ongoing emission reduction measures to be implemented at the Port

when funding (including grant funding) BMP / Educational Technology Advancement Program becomes available. 2013 - ongoing Port of Hueneme Cargo handling equipment Policies

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Port-funded incentive programs will be one of the long-term, ongoing emission reduction measures to be implemented at the Port

when funding (including grant funding) BMP / Educational Technology Advancement Program becomes available. 2013 - ongoing Port of Hueneme Harbor Vessels Policies BMP / Educational Adoption of CAAP by LA and LB in Nov. 2006 Nov-06 Port of LA / Long Beach Other Policies 2007, 2008, 2009, BMP / Educational Air Emissions Inventory Annual updates 2010 Port of LA / Long Beach Other Policies BMP / Educational Air Monitoring Network Real-time air monitoring website 2006 - 2008 Port of LA / Long Beach Other Policies BMP / Educational CAAP Air Quality Awards Annual program with award ceremonies 2008, 2009, 2010 Port of LA / Long Beach Other Policies

City's Mayor's office task force to provide BMP / Educational CAAP Implementation Stakeholder Task Force input for CAAP Implementation plan. 2007 Port of LA / Long Beach Other Policies Green Flag Program / Vessel Speed Long Beach - GFP, LA - VSR to 20nm and BMP / Educational Reduction Incentive Program 40nm 2005-2010 Port of LA / Long Beach Ocean Going Vessels Policies The mission of the TAP is to accelerate the verification and commercial availability of new, clean

technologies, through evaluation and BMP / Educational Technology Advancement Program - demonstration. 2007 - 2010 Port of LA / Long Beach Other Policies monetary incentives for low-sulfur marine BMP / Educational Vessel Main Engine Fuel Incentive Program gas oil (MGO) 2009 Port of LA / Long Beach Ocean Going Vessels Policies Copyright - 2000 - BMP / Educational Website www.cleanairactionplan.org 2016 Port of LA / Long Beach Other Policies Clean Truck Program - 2007 USEPA On-Road over half of all truck trips met 2007 US EPA Heavy Duty Diesel Fueled On-Road Standards on-road standards 2009 Port of LA / Long Beach Vehicles Equipment Upgrade 25 Electric trucks operating with advanced Heavy Duty Diesel Fueled On-Road Clean Truck Program - Zero Emissions Trucks lithium ion battery systems 2009 - 2010 Port of LA / Long Beach Vehicles Equipment Upgrade Completed in first year of operation. Foss Maritime Green Assist Hybrid Tug Emissions testing "underway" 2010? Port of LA / Long Beach Harbor Vessels Equipment Upgrade Replacement of fleet with EPA Tier 2 Pacific Harbor Line locomotives 2008 -2009 Port of LA / Long Beach Locomotives Equipment Upgrade

POLA Air Quality Mitigation Incentive Program Repower 53 main and auxiliary marine engines 2010? Port of LA / Long Beach Harbor Vessels Equipment Upgrade

SCAQMD’s Carl Moyer Program repower 92 main and auxiliary engines 2010? Port of LA / Long Beach Harbor Vessels Equipment Upgrade

Repower 14 engines onboard two crew USEPA Diesel Emissions Reduction Act Funds boats, two tug boats and two pilot boats 2010? Port of LA / Long Beach Harbor Vessels Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Clean Energy Fuel Corp constructed LNG Heavy Duty Diesel Fueled On-Road Clean Truck Program - LNG power fueling facility near port area. 2009 - 2010 Port of LA / Long Beach Vehicles Fuel upgrade Ultra-low Sulfur Diesel for Class 1 For switcher and helper locomotives 2007 Port of LA / Long Beach Locomotives Fuel upgrade Infrastructure Shore Power Infrastructure At container, cruise and tanker terminals 2009 - 2014 Port of LA / Long Beach Ocean Going Vessels Upgrade Heavy Duty Diesel Fueled On-Road Operating Procedure Clean Truck Program - ban on older trucks Ban oldest pre-1989 model year 2008 Port of LA / Long Beach Vehicles Update Heavy Duty Diesel Fueled On-Road Operating Procedure Clean Truck Program - Tariff / Fee Tariff and Fee programs 2007 - 2008 Port of LA / Long Beach Vehicles Update

Clean Truck Program - Truck Environmental Fee initiated for all non-exempt trucks and all trucks in Heavy Duty Diesel Fueled On-Road Operating Procedure & Drayage Truck Registry port required to be registered with DTR 2009 Port of LA / Long Beach Vehicles Update Requires low sulfur fuel for use with auxiliary Auxiliary engine low sulfur fuel rule engines. 2007 Port of Oakland Ocean Going Vessels Fuel upgrade

Main Engine, auxiliary engine and boiler low Requires low sulfur fuel for use with vessel sulfur fuel rule main engines, auxiliary engines and boilers. 2009 Port of Oakland Ocean Going Vessels Fuel upgrade Control hoteling emissions via one of several BMP / Educational Cold Ironing Rule possible methods. 2009 Port of Oakland Ocean Going Vessels Policies Evaluating need for VSR measure at major Operating Procedure Vessel Speed Reduction ports and along coastline. 2009 Port of Oakland Ocean Going Vessels Update Evaluating measure or incentive program to require cleaner or retrofitted vessels in CA "under BMP / Educational Clean Ship Program ports consideration" Port of Oakland Ocean Going Vessels Policies

National exhaust emission standards for new New marine compression-ignition (diesel) engine engines at or above 30 liters per cylinder BMP / Educational rule (“category 3” marine diesel engines) 2003-2016 Port of Oakland Ocean Going Vessels Policies Any engine > 130kW installed on a vessel constructed on or after 1/1/2000 and any MARPOL Annex VI Tier 2 and Tier 3 engine engine that undergoes a major conversion on emission standards or after 1/1/2000. 2008-2016 Port of Oakland Ocean Going Vessels Equipment Upgrade Any engine > 130kW installed on a vessel constructed on or after 1/1/2000 and any engine that undergoes a major conversion on MARPOL Annex VI Tier 1 NOx standard or after 1/1/2000. 2008-2010 Port of Oakland Ocean Going Vessels Equipment Upgrade Commercial Marine Diesel Engine emission New engine standards for Category 1 & 2 standards: Tier 1 & 2 marine diesel engines 2004-2007 Port of Oakland Harbor Vessels Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

Affects engines up to 30 liters per cylinder; relies on catalytic after treatment

technologies with less than 15 ppm sulfur

fuel. (This rule is coupled with the locomotive Marine Diesel Engine Rule: Tier 3 & 4 Tier 3 & 4 exhaust standards.) 2008-2014 Port of Oakland Harbor Vessels Equipment Upgrade Requires Ultra-low Sulfur Diesel (ULSD) fuel ARB Harbor Craft low sulfur fuel rule use in harbor craft 2006-2007 Port of Oakland Harbor Vessels Fuel upgrade

ARB In-Use Harbor Craft Reduce PM and NOx from in-use ferries, tugs, BMP / Educational rule tows and new commercial harbor craft 2009-2022 Port of Oakland Harbor Vessels Policies "under BMP / Educational ARB Crew and Supply Vessel rule Similar to in-harbor craft rule consideration" Port of Oakland Harbor Vessels Policies

Retrofit or accelerated turnover to meet Best Available Control Technology (BACT) for

newly purchased, leased or rented equipment (2007 or later on-road engine or Tier 4 off-road engine or cleanest verified ARB Cargo Handling Equipment regulations PM/NOx retrofit) 2007 Port of Oakland Cargo handling equipment Equipment Upgrade Both EPA and ARB have adopted exhaust EPA non-road and ARB off-road diesel emission standards for Tier 1Tier 4 engines. engine standards Two separate rules. 2008-2015 Port of Oakland Cargo handling equipment Equipment Upgrade

Require less than 15 ppm sulfur diesel fuel (EPA requires a cap of 15 ppm for non-road, Ultra-low Sulfur Fuel phasing in 2010-2014, currently at 500 ppm.) 2006 Port of Oakland Cargo handling equipment Fuel upgrade

Existing law requires each marine terminal in the State to operate in a manner that does

Port of Oakland Idling Trucks California not cause the engines on trucks to idle or Health and Safety Code Section 40720 (AB queue for more than 30 minutes while Heavy Duty Diesel Fueled On-Road BMP / Educational 2650 & AB 1971) waiting to enter a terminal gate. 2002-2004 Port of Oakland Vehicles Policies Replace/retrofit trucks to meet emission Heavy Duty Diesel Fueled On-Road ARB Port Truck Rule standards 2008 Port of Oakland Vehicles Equipment Upgrade

Require private fleet operators to ARB Statewide Heavy-Duty (in-use) Truck replace/retrofit diesel trucks greater than Heavy Duty Diesel Fueled On-Road Rule 14,000 GVWR to meet emission standards. 2008-2011 Port of Oakland Vehicles Equipment Upgrade Heavy Duty Diesel Fueled On-Road Ultra-low Sulfur Fuel Require less than 15 ppm sulfur diesel fuel 2006 Port of Oakland Vehicles Fuel upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

Additional emission standards for new and remanufactured locomotive engines.

Additional emissions standards for previously Tier 3 and 4 Emission Standards for remanufactured and existing locomotive BMP / Educational Locomotives engines 2008 Port of Oakland Locomotives Policies

- install idle control devices on intrastate locomotives

• limit/quickly repair smoking locomotives • maximize use of low sulfur fuel • conduct Health Risk Assessments at 16 major rail yards • develop/review mitigation plans at 16

major yards 2005 Rail Yard Particulate Matter Reduction • evaluate remote sensing technology BMP / Educational Program (2005 MOU) • evaluate new technology 2005 Port of Oakland Locomotives Policies Requires the use of CARB fuel (less than 15 ARB intrastate locomotive low sulfur fuel ppm sulfur) for locomotives used 90% in rule state (mostly switcher) 2007 Port of Oakland Locomotives Fuel upgrade Initiative includes BAAQMD enforcement of ARB regulations affecting Port operations; grants for earlier or greater emission

San Francisco Bay Area Green Ports reductions; outreach; and monitoring BMP / Educational Initiative progress. 2008 Port of Oakland Other Policies BMP / Educational Employee Transit and Alternative Transportation Enhanced transit access Future Port of Richmond Other Policies Programs to encourage cleaner auto carrier Heavy Duty Diesel Fueled On-Road Equipment / Vehicle Replacement / Retrofit trucks. Future Port of Richmond Vehicles Equipment Upgrade Advanced Maritime Emissions Control System Exhaust Treatment Devices - evaluation and pilot (AMECS) Port of Richmond Ocean Going Vessels Equipment Upgrade Replace diesel equipment with electric, Alternative Fueled Equipment / Vehicles hybrid, or alt. fuels Current and future Port of Richmond Cargo handling equipment Fuel upgrade Regulatory - Fuel Sulfur requirements CA requires use of low sulfur fuel. 2010 Port of Richmond Ocean Going Vessels Fuel upgrade Regulatory - Fuel Sulfur requirements CA requires use of low sulfur fuel. 2010 Port of Richmond Harbor Vessels Fuel upgrade Solar panels and other renewables for Port Infrastructure On-site Renewable Energy Generation and tenants. Future Port of Richmond Other Upgrade CARB regs require 50% of all container cruise and reefer vessels to use shore power by Infrastructure Shore Power 2014. "Future" Port of Richmond Ocean Going Vessels Upgrade Airborne Toxic Control Measures - Diesel CA requires for auxiliary diesel engines. Operating Procedure Engines Limiting operation at docks. 2006 Port of Richmond Ocean Going Vessels Update

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type Referenced Green Flag Program at Long Beach, San Diego's VSR, and San Pedro's VSR Operating Procedure Vessel Speed Reduction Program program. "Future" Port of Richmond Ocean Going Vessels Update Berth and ship-specific feasibility, tracking Operating Procedure Operational efficiency mechanisms "Future" Port of San Diego Ocean Going Vessels Update Infrastructure Shore Power Candidate local control measure "Future" Port of San Diego Ocean Going Vessels Upgrade Operating Procedure Vessel Speed Reduction Candidate local control measure "Future" Port of San Diego Ocean Going Vessels Update Reduce idling times. Evaluation of feasibility Heavy Duty Diesel Fueled On-Road BMP / Educational Idling Time and funding sources. "Future" Port of San Diego Vehicles Policies Heavy Duty Diesel Fueled On-Road Electrification of select activities Evaluation of equipment and feasibility "Future" Port of San Diego Vehicles Equipment Upgrade Heavy Duty Diesel Fueled On-Road Replacements and Retrofits Candidate local control measure "Future" Port of San Diego Vehicles Equipment Upgrade

Replacements and Retrofits Candidate local control measure "Future" Port of San Diego Cargo handling equipment Equipment Upgrade

Auxiliary Engine Design OGV's Hoteling "Future" Port of San Diego Ocean Going Vessels Equipment Upgrade

Boiler Design OGV's Hoteling "Future" Port of San Diego Ocean Going Vessels Equipment Upgrade

After-Treatment OGV's Hoteling/Transiting -(filtering) "Future" Port of San Diego Ocean Going Vessels Equipment Upgrade Low-Sulfur Fuel OGV's Hoteling/Transiting "Future" Port of San Diego Ocean Going Vessels Fuel upgrade Operating Procedure Operational Efficiency OGV's Hoteling "Future" Port of San Diego Ocean Going Vessels Update

Main Engine Design OGV's Transiting. "Future" Port of San Diego Ocean Going Vessels Equipment Upgrade Heavy Duty Diesel Fueled On-Road Engine Design Upgrades in engine designs. "Future" Port of San Diego Vehicles Equipment Upgrade Heavy Duty Diesel Fueled On-Road Low Sulfur and Alternative fuels Alternative fueling options. "Future" Port of San Diego Vehicles Fuel upgrade

Alternative Power No details "Future" Port of San Diego Cargo handling equipment Equipment Upgrade

Engine Design No details "Future" Port of San Diego Cargo handling equipment Equipment Upgrade BMP / Educational Idling Time No details "Future" Port of San Diego Cargo handling equipment Policies Low Sulfur and Alternative fuels No details "Future" Port of San Diego Cargo handling equipment Fuel upgrade

Engine Design No details "Future" Port of San Diego Harbor Vessels Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

Replacements and Retrofits No details "Future" Port of San Diego Harbor Vessels Equipment Upgrade Low-Sulfur Fuel No details "Future" Port of San Diego Harbor Vessels Fuel upgrade

Engine Design No details "Future" Port of San Diego Locomotives Equipment Upgrade

Replacements and Retrofits No details "Future" Port of San Diego Locomotives Equipment Upgrade

Alternative Technologies No details "Future" Port of San Diego Locomotives Equipment Upgrade BMP / Educational Idling Time No details "Future" Port of San Diego Locomotives Policies Low-Sulfur Fuel No details "Future" Port of San Diego Locomotives Fuel upgrade "cold ironing", Vessels at berth plug into Infrastructure Shore Power Port's electrical grid. Planned Port of Miami Ocean Going Vessels Upgrade Retrofitting existing cranes, replacing diesel Crane Electrification fuel. 2009-2016 Port of Miami Cargo handling equipment Equipment Upgrade

Purchase cranes over 25 Years old Planning for 23 cranes by 2034 by 2034 Port of Miami Cargo handling equipment Equipment Upgrade BMP / Educational LEED Buildings All new buildings must be LEED certified. ongoing Port of Miami other Policies Additional means of ingress and egress Infrastructure Green Energy Initiatives - Tunnel through tunnel. by 2034 Port of Miami Other Upgrade Reintroducing rail service at the Port and the development of an on-Port rail yard which will help decrease traffic congestion and Infrastructure Green Energy Initiatives - Rail Yard reduce emissions. by 2034 Port of Miami Locomotives Upgrade

Consolidation of the individual tenants’ cargo gates to the Port’s one Security Cargo Gate

complex. This project also includes creating a

Green Energy Initiatives - Cargo gate fast-pass lane to increase efficiency and Infrastructure consolidation reduce processing time at the gates. by 2034 Port of Miami Cargo handling equipment Upgrade Infrastructure Green Energy Initiatives - Wind Farm Under consideration. by 2034 Port of Miami Other Upgrade

A multimodal center allowing for the consolidation of ground transportation,

decreasing the sprawled footprint of the

Port, therefore allowing for increased efficiency and additional land to be Infrastructure Green Energy Initiatives - multi-modal center dedicated to cruise or cargo business. by 2034 Port of Miami Other Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type

local short-haul truck incentive to replace Heavy Duty Diesel Fueled On-Road Clean TRIP Grant older models with 2011 or newer trucks. 2016 Port of New Orleans Vehicles Equipment Upgrade USDoE - support alternative fuels and fuel Southeast Louisiana Clean Fuel Partnership saving technologies 2015 Port of New Orleans Other Fuel upgrade Verified exhaust and crankcase emissions Exhaust retrofits controls 2015 Port of New Orleans Cargo handling equipment Equipment Upgrade BMP / Educational Idle Reduction Short lane RR switches 2015 Port of New Orleans Locomotives Policies Heavy Duty Diesel Fueled On-Road BMP / Educational Idle Reduction Standards 2015 Port of New Orleans Vehicles Policies

Engine upgrade and repowers No details 2015 Port of New Orleans Cargo handling equipment Equipment Upgrade

Fleet and equipment replacement non-road newer diesel vehicles, equipment 2015 Port of New Orleans Cargo handling equipment Equipment Upgrade Heavy Duty Diesel Fueled On-Road Fleet and equipment replacement highway diesel vehicles 2015 Port of New Orleans Vehicles Equipment Upgrade Heavy Duty Diesel Fueled On-Road Cleaner fuels, alternative fuels No details 2015 Port of New Orleans Vehicles Fuel upgrade Cleaner fuels, alternative fuels No details 2015 Port of New Orleans Cargo handling equipment Fuel upgrade Cleaner fuels, alternative fuels No details 2015 Port of New Orleans other Fuel upgrade BMP / Educational Emission Control Area (ECA) requirements While hoteling 2015-2020 Northwest Ports Ocean Going Vessels Policies Infrastructure Shor power use While hoteling 2015-2020 Northwest Ports Ocean Going Vessels Upgrade Cleaner fuels While hoteling 2015-2020 Northwest Ports Ocean Going Vessels Fuel upgrade

Other Emissions reduction technologies While hoteling 2015-2020 Northwest Ports Ocean Going Vessels Equipment Upgrade

Port-designated or third party certification promotes continuous improvement (i.e.. BMP / Educational program Ship index, green marine, clean cargo..) 2015-2020 Northwest Ports Ocean Going Vessels Policies Strategy partners conduct annual outreach to port related harbor vessel companies and recognize BMP / Educational Outreach and Best Management Practices best practices 2015-2020 Northwest Ports Harbor Vessels Policies

promotes continuous improvement (i.e.. BMP / Educational Certification Program Ship index, green marine, clean cargo..) 2015-2020 Northwest Ports Harbor Vessels Policies BMP / Educational CHE meets Tier 4 Interim (T4i) Emissions standards or equivalent 2015-2020 Northwest Ports Cargo handling equipment Policies

CHE meets Tier 4 Interim (T4i) Emissions standards or equivalent 2015-2020 Northwest Ports Cargo handling equipment Equipment Upgrade

North American Seaport Air Quality BMP Review

Date Implemented Program V. brief description or Planned Port Emissions Source Program Type BMP / Educational Fuel-Efficiency Plans promote continuous improvement 2015-2020 Northwest Ports Cargo handling equipment Policies

Trucks meet or surpass U.S. EPA emission Heavy Duty Diesel Fueled On-Road BMP / Educational Emissions standards standards or equivalent for model year 2007 2015-2020 Northwest Ports Vehicles Policies

Trucks meet or surpass U.S. EPA emission Heavy Duty Diesel Fueled On-Road Emissions standards standards or equivalent for model year 2007 2015-2020 Northwest Ports Vehicles Equipment Upgrade Heavy Duty Diesel Fueled On-Road BMP / Educational Fuel-Efficiency Plans promote continuous improvement 2015-2020 Northwest Ports Vehicles Policies BMP / Educational Switcher participate in fuel program owners/operators institute program 2015-2020 Northwest Ports Locomotives Policies

Switcher replace unregulated engines engine replacements will be Tier 2 or better 2015-2020 Northwest Ports Locomotives Equipment Upgrade adopt policies for idle reduction, engine BMP / Educational Construction standards requirements 2015-2020 Northwest Ports Other Policies in building systems, operations, and yard BMP / Educational Energy studies and conservation projects lighting 2015-2020 Northwest Ports other Policies BMP / Educational Fuel-Efficiency Plans promote continuous improvement 2015-2020 Northwest Ports other Policies 2015-2020 Northwest Ports

APPENDIX E SUMMARY OF THE

STRATEGIES AND TACTICS

Appendix E: Summary of Strategies and Tactics Applicable Implementation Strategy Tactic Source Status Categories Encourage Application of US EPA Heavy-Duty Truck Emission Standards HDDV Influence Replace Equipment Where Upgrade Cargo Handling Equipment (CHE) that have reached their useful life CHE Control Economically Feasible Upgrade Cargo Handling Equipment (CHE) that have reached their useful life Locomotive Influence Encourage Harbor Vessel Engine Replacements or Repowers HV Influence HDDV Control Continue Focus on Industry Leading Drayage Truck Turn Times at Port Houston Terminals HDDV Control Encourage Development of Alternative Fuel Infrastructure around Port Houston Facilities CHE Implement Operational and Locomotive Influence Technological Efficiencies Explore Opportunities to Increase Rail Capacity and Utilization Encourage At-berth Emission Reduction Measures OGV Influence

OGV Support Vessel Scheduling Optimization Influence HV HDDV Facilitate Federal and State Grant Programs for Reducing Mobile Source Emissions CHE Control Collaborate with Industry and HV Regional Partners HDDV Develop Policies encouraging emissions reductions across Stakeholders Control CHE Participate in multi-stakeholder consortia focused on local, regional, and industry-wide leading practices All Influence and projects to baseline, measure, and implement improvements

APPENDIX F CALCULATED EMISSION REDUCTIONS FROM

CALENDAR YEARS 2021-2025

Emission Reduction Summary

2013 Baseline Emissions PHA - Operated Sources PHA - Tenant Sources Total Emissions (as reported in 2013 GMEI)

Inventory NOx (ton/yr) PM2.5 (ton/yr) Inventory NOx (ton/yr) PM2.5 (ton/yr) Inventory NOx (ton/yr) PM2.5 (ton/yr) OGV - - OGV - - OGV 4683.00 278.00 HV - - HV - - HV 360.00 11.00 CHE 849.57 58.61 CHE 465.63 35.19 CHE 1315.20 93.80 Locomotive - - Locomotive - - Locomotive 583.00 20.00 HHDV (In-Terminal) 207.50 20.76 HHDV (In-Terminal) 20.20 2.03 HHDV 1172.00 82.00 Total 1057.07 79.37 Total 485.83 37.22 Total 8113.20 484.80

Emission Reduction PHA - Operated Emission Reduction (tons/yr) PHA - Tenant Emission Reduction (tons/yr) Total Emission Reduction

Inventory NOx (ton/yr) PM2.5 (ton/yr) Inventory NOx (ton/yr) PM2.5 (ton/yr) Inventory NOx (ton/yr) PM2.5 (ton/yr) OGV* - - OGV* - - OGV* - - HV - - HV - - HV - - CHE 203.75 13.37 CHE 195.79 14.10 CHE 399.54 27.48 Locomotive - - Locomotive - - Locomotive - - HHDV 27.54 2.89 HHDV 3.24 0.34 HHDV 30.78 3.23 Total 231.28 16.27 Total 199.03 14.44 Total 430.31 30.71

% Reduction from 2013 Baseline PHA - Operated Sources PHA - Tenant Sources Total Reduction

Inventory NOx (ton/yr) PM2.5 (ton/yr) Inventory NOx (ton/yr) PM2.5 (ton/yr) Inventory NOx (ton/yr) PM2.5 (ton/yr) Ocean Going Vessels - - Ocean Going Vessels - - Ocean Going Vessels * - - Harbor Vessels - - Harbor Vessels - - Harbor Vessels - - Cargo Handling Equipment 23.98% 22.82% Cargo Handling Equipment 42.05% 40.07% Cargo Handling Equipment 15.49% 14.26% Locomotive - - Locomotive - - Locomotive - - Heavy Duty Diesel Trucks 13.62% 14.24% Heavy Duty Diesel Trucks 16.05% 16.74% Heavy Duty Diesel Trucks 2.35% 3.53% Emission Reduction 22% 20% Emission Reduction 41% 39% Emission Reduction (PHA reductions only) 2.85% 3.36% Emission Reduction (PHA + Tenant reductions) 5.30% 6.33%

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HDDV Emission Summary

In-Terminal (PHA-Operated) In-Terminal (PHA-Tenant) In-Terminal (Total)

Inventory NOx (lb/yr) PM2.5 (lb/yr) Inventory NOx (lb/yr) PM2.5 (lb/yr) Inventory NOx (lb/yr) PM2.5 (lb/yr) 2013 PHA HDDV 404,200 40,640 2013 PHA HDDV 40,400 4,060 2013 PHA HDDV 444,600 44,700

Calculated Emissions by Threshold Years Calculated Emissions by Threshold Years In-Terminal (PHA-Operated) In-Terminal (PHA-Tenant)

Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Baseline 152,521 6,672 Baseline 16,070 703 2021 148,292 6,501 2021 15,531 681 2022 144,182 6,316 2022 15,021 658 2023 140,077 6,121 2023 14,511 634 2024 135,970 5,924 2024 14,002 610 2025 131,741 5,721 2025 13,492 585

% Reduction from Baseline % Reduction from Baseline In-Terminal (PHA-Operated) In-Terminal (PHA-Tenant)

Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Calendar Year NOx (lb/yr) PM2.5 (lb/yr) 2021 2.77% 2.55% 2021 3.36% 3.09% 2022 5.47% 5.33% 2022 6.53% 6.37% 2023 8.16% 8.25% 2023 9.70% 9.78% 2024 10.85% 11.21% 2024 12.87% 13.27% 2025 13.62% 14.24% 2025 16.05% 16.74%

Normalized Emissions Reduction Normalized Emissions Reduction % Reduction from Baseline % Reduction from Baseline In-Terminal (PHA-Operated) In-Terminal (PHA-Tenant) In-Terminal (Total) In-Terminal (Total)

Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Calendar Year NOx (lb/yr) PM2.5 (lb/yr) 2021 11,207 1,037 2021 1,355 125 2021 3% 2% 2021 0.30% 0% 2022 22,100 2,166 2022 2,638 259 2022 5% 5% 2022 0.59% 1% 2023 32,980 3,354 2023 3,920 397 2023 7% 8% 2023 0.88% 1% 2024 43,862 4,555 2024 5,200 539 2024 10% 10% 2024 1.17% 1% 2025 55,072 5,788 2025 6,483 680 2025 12% 13% 2025 1.46% 2%

Final Normalized Emissions by Source Final Normalized Emissions by Source In-Terminal (PHA-Operated) In-Terminal (PHA-Tenant)

Calendar Year NOx (lb/yr) PM2.5 (lb/yr) Calendar Year NOx (lb/yr) PM2.5 (lb/yr) 2021 392,992.88 39,602.56 2021 39,044.53 3,934.59 2022 382,100.35 38,474.31 2022 37,761.95 3,801.43 2023 371,220.33 37,285.95 2023 36,480.38 3,662.81 2024 360,337.68 36,085.42 2024 35,199.57 3,521.36 2025 349,128.27 34,851.68 2025 33,917.46 3,380.32

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CHE Emission Summary Port Operated Facilties Port Operated Terminals Baseline Emissions

Inventory NOx (ton/yr) PM2.5 (ton/yr) 2013 PHA CHE 850 59

Calculated Emissions by Source Baseline 2021 2022 2023 2024 2025 Tier NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) onroad '04 22,387.21 952.44 22,387.21 952.44 22,387.21 952.44 18,937.31 805.67 11,064.94 470.75 5,205.82 221.48 onroad '07 1,407.88 68.28 1,407.88 68.28 1,407.88 68.28 1,407.88 68.28 1,407.88 68.28 1,407.88 68.28 onroad '10 278.60 13.51 644.62 31.26 979.57 47.51 1,410.52 68.41 2,101.08 101.90 2,615.04 126.83 onroad '98 16,585.90 402.21 9,265.54 224.69 2,566.58 62.24 0.00 0.00 0.00 0.00 0.00 0.00 Tier 0 185,796.78 9,304.10 131,395.37 6,785.28 93,829.66 4,474.93 81,568.46 3,817.15 35,413.13 1,679.97 0.00 0.00 Tier 1 185,978.22 12,550.40 185,978.22 12,550.40 185,978.22 12,550.40 185,978.22 12,550.40 185,978.22 12,550.40 181,538.14 12,225.98 Tier 2 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 Tier 3 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 Tier 4* 656.19 31.83 656.19 31.83 656.19 31.83 656.19 31.83 656.19 31.83 656.19 31.83 Tier 4^ 1,168.00 56.65 1,168.00 56.65 1,168.00 56.65 1,168.00 56.65 1,168.00 56.65 1,168.00 56.65 Tier 4A 416.67 26.39 416.67 26.39 416.67 26.39 416.67 26.39 416.67 26.39 416.67 26.39 Tier 4b 0.00 0.00 1,947.54 94.46 3,815.39 163.01 4,487.41 184.90 6,141.31 265.04 7,775.07 336.39 Total 891,881.45 45,188.97 832,473.24 42,604.83 790,411.36 40,216.83 773,236.66 39,392.84 721,553.42 37,034.36 677,988.81 34,876.98

Consolidated Emissions by Source Baseline 2021 2022 2023 2024 2025 Tier NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) Onroad Terminal Trac 40,659.59 1,436.44 33,705.24 1,276.67 27,341.23 1,130.47 21,755.71 942.36 14,573.89 640.93 9,228.74 416.59 Tier 0 185,796.78 9,304.10 131,395.37 6,785.28 93,829.66 4,474.93 81,568.46 3,817.15 35,413.13 1,679.97 0.00 0.00 Tier 1 185,978.22 12,550.40 185,978.22 12,550.40 185,978.22 12,550.40 185,978.22 12,550.40 185,978.22 12,550.40 181,538.14 12,225.98 Tier 2 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 307,256.78 11,782.81 Tier 3 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 169,949.24 10,000.34 Interim Tier 4 2,240.86 114.87 2,240.86 114.87 2,240.86 114.87 2,240.86 114.87 2,240.86 114.87 2,240.86 114.87 Final Tier 4 0.00 0.00 1,947.54 94.46 3,815.39 163.01 4,487.41 184.90 6,141.31 265.04 7,775.07 336.39 Total 891,881.45 45,188.97 832,473.24 42,604.83 790,411.36 40,216.83 773,236.66 39,392.84 721,553.42 37,034.36 677,988.81 34,876.98

Calculated Emission Source Contribution on Total Emissions Baseline 2021 2022 2023 2024 2025 Tier NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) Onroad Terminal Trac 5% 3% 4% 3% 3% 3% 3% 2% 2% 2% 1% 1% Tier 0 21% 21% 16% 16% 12% 11% 11% 10% 5% 5% 0% 0% Tier 1 21% 28% 22% 29% 24% 31% 24% 32% 26% 34% 27% 35% Tier 2 34% 26% 37% 28% 39% 29% 40% 30% 43% 32% 45% 34% Tier 3 19% 22% 20% 23% 22% 25% 22% 25% 24% 27% 25% 29% Interim Tier 4 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Final Tier 4 0% 0% 0% 0% 0% 0% 1% 0% 1% 1% 1% 1% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

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CHE Emission Summary Port Operated Facilties

Percent Reduction Baseline 2021 2022 2023 2024 2025 Tier NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) Onroad Terminal Trac 0.00% 0.00% 17.10% 11.12% 32.76% 21.30% 46.49% 34.40% 64.16% 55.38% 77.30% 71.00% Tier 0 0.00% 0.00% 29.28% 27.07% 49.50% 51.90% 56.10% 58.97% 80.94% 81.94% 100.00% 100.00% Tier 1 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 2.39% 2.58% Tier 2 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% Tier 3 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% Interim Tier 4 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% Final Tier 4 0.00% 0.00% 0.23% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 6.66% 5.72% 11.38% 11.00% 13.30% 12.83% 19.10% 18.05% 23.98% 22.82%

Final Normalized Emissions by Source Baseline 2021 2022 2023 2024 2025 Tier NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) Onroad Terminal Trac 38.73 1.86 32.11 1.66 26.04 1.47 20.72 1.22 13.88 0.83 8.79 0.54 Tier 0 176.98 12.07 125.16 8.80 89.38 5.80 77.70 4.95 33.73 2.18 0.00 0.00 Tier 1 177.16 16.28 177.16 16.28 177.16 16.28 177.16 16.28 177.16 16.28 172.93 15.86 Tier 2 292.68 15.28 292.68 15.28 292.68 15.28 292.68 15.28 292.68 15.28 292.68 15.28 Tier 3 161.89 12.97 161.89 12.97 161.89 12.97 161.89 12.97 161.89 12.97 161.89 12.97 Interim Tier 4 2.13 0.15 2.13 0.15 2.13 0.15 2.13 0.15 2.13 0.15 2.13 0.15 Final Tier 4 0.00 0.00 1.86 0.12 3.63 0.21 4.27 0.24 5.85 0.34 7.41 0.44 Total 849.57 58.61 792.98 55.26 752.91 52.16 736.55 51.09 687.32 48.03 645.82 45.24

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CHE Emission Summary Tenant Operated Facilties Tenant Operated Terminals Baseline Emissions

Inventory NOx (ton/yr) PM2.5 (ton/yr) 2013 PHA CHE 466 35

Calculated Emissions by Source Baseline 2021 2022 2023 2024 2025 Tier NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) onroad '04 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 onroad '07 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 onroad '10 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 onroad '98 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tier 0 58,563.75 2,907.32 29,729.46 1,533.52 11,113.94 637.62 1,662.46 121.92 0.00 0.00 0.00 0.00 Tier 1 117,874.56 7,593.00 117,874.56 7,593.00 117,874.56 7,593.00 117,874.56 7,593.00 88,762.30 5,955.97 61,941.19 4,447.77 Tier 2 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 Tier 3 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 Tier 4* 1,707.84 73.98 1,707.84 73.98 1,707.84 73.98 1,707.84 73.98 1,707.84 73.98 1,707.84 73.98 Tier 4^ 570.11 27.65 570.11 27.65 570.11 27.65 570.11 27.65 570.11 27.65 570.11 27.65 Tier 4a 733.89 43.80 733.89 43.80 733.89 43.80 733.89 43.80 733.89 43.80 733.89 43.80 Tier 4b 403.36 2.51 1,466.46 52.68 2,460.58 85.75 3,519.90 103.81 5,256.52 169.07 6,422.66 225.63 Total 257,983.18 14,546.56 230,211.99 13,222.94 212,590.59 12,360.10 204,198.43 11,862.46 175,160.34 10,168.77 149,505.37 8,717.12

Consolidated Emissions by Source Baseline 2021 2022 2023 2024 2025 Tier NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) Onroad Terminal Trac 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tier 0 58,563.75 2,907.32 29,729.46 1,533.52 11,113.94 637.62 1,662.46 121.92 0.00 0.00 0.00 0.00 Tier 1 117,874.56 7,593.00 117,874.56 7,593.00 117,874.56 7,593.00 117,874.56 7,593.00 88,762.30 5,955.97 61,941.19 4,447.77 Tier 2 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 50,166.31 2,299.29 Tier 3 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 27,963.37 1,599.01 Interim Tier 4 3,011.84 145.43 3,011.84 145.43 3,011.84 145.43 3,011.84 145.43 3,011.84 145.43 3,011.84 145.43 Final Tier 4 403.36 2.51 1,466.46 52.68 2,460.58 85.75 3,519.90 103.81 5,256.52 169.07 6,422.66 225.63 Total 257,983.18 14,546.56 230,211.99 13,222.94 212,590.59 12,360.10 204,198.43 11,862.46 175,160.34 10,168.77 149,505.37 8,717.12

Calculated Emission Source Contribution on Total Emissions Baseline 2021 2022 2023 2024 2025 Tier NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) NOx (lb/yr) PM2.5 (lb/yr) Onroad Terminal Trac 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Tier 0 23% 20% 13% 12% 5% 5% 1% 1% 0% 0% 0% 0% Tier 1 46% 52% 51% 57% 55% 61% 58% 64% 51% 59% 41% 51% Tier 2 19% 16% 22% 17% 24% 19% 25% 19% 29% 23% 34% 26% Tier 3 11% 11% 12% 12% 13% 13% 14% 13% 16% 16% 19% 18% Interim Tier 4 1% 1% 1% 1% 1% 1% 1% 1% 2% 1% 2% 2% Final Tier 4 0% 0% 1% 0% 1% 1% 2% 1% 3% 2% 4% 3% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%

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CHE Emission Summary Tenant Operated Facilties

Percent Reduction Baseline 2021 2022 2023 2024 2025 Tier NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) Onroad Terminal Trac 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Tier 0 0% 0% 49% 47% 81% 78% 97% 96% 100% 100% 100% 100% Tier 1 0% 0% 0% 0% 0% 0% 0% 0% 25% 22% 47% 41% Tier 2 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Tier 3 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Interim Tier 4 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Final Tier 4 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 11% 9% 18% 15% 21% 18% 32% 30% 42% 40%

Final Normalized Emissions by Source Baseline 2021 2022 2023 2024 2025 Tier NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) NOx (ton/yr) PM2.5 (ton/yr) Onroad Terminal Trac 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tier 0 105.70 7.03 53.66 3.71 20.06 1.54 3.00 0.29 0.00 0.00 0.00 0.00 Tier 1 212.75 18.37 212.75 18.37 212.75 18.37 212.75 18.37 160.21 14.41 111.80 10.76 Tier 2 90.54 5.56 90.54 5.56 90.54 5.56 90.54 5.56 90.54 5.56 90.54 5.56 Tier 3 50.47 3.87 50.47 3.87 50.47 3.87 50.47 3.87 50.47 3.87 50.47 3.87 Interim Tier 4 5.44 0.35 5.44 0.35 5.44 0.35 5.44 0.35 5.44 0.35 5.44 0.35 Final Tier 4 0.73 0.01 2.65 0.13 4.44 0.21 6.35 0.25 9.49 0.41 11.59 0.55 Total 465.63 35.19 415.51 31.99 383.70 29.90 368.55 28.70 316.14 24.60 269.84 21.09

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