Use-phase emissions reductions from electrification of on-road goods movement

Ports are the epicenter of goods movement in freight systems, particularly for containerized cargo. Drayage trucks are often essential for port function, as drayage trucks move containers between port facilities, intermodal... [ view full abstract ]

Ports are the epicenter of goods movement in freight systems, particularly for containerized cargo. Drayage trucks are often essential for port function, as drayage trucks move containers between port facilities, intermodal rail yards, and temporary warehousing or storage facilities.   

In addition to the economic benefits of these and other port related activities, the movement of goods into and out of the port imposes significant pollution on the local environment. 

Consider the twin ports of Los Angeles and Long Beach (POLA/LB), which together receive over 30% of import goods to the US, and 60% of freight tonnage on the west coast.  The Ports are located in the South Coast air basin, which is in chronic non-attainment for both state and federal air quality thresholds.  Truck traffic associated with goods movement from the port and along the Interstate 710 (I-710) corridor negatively impacts local air quality and accounts for a significant percentage of diesel particulate matter and NOx emissions within the South Coast Air District (SCAQMD). Furthermore, it is expected that truck vehicle-miles-traveled (VMT) on regional highways will increase 80% by 2035, due in large part to increased activity at the Ports.  As part of this comprehensive approach, California has initiated multiple demonstration projects of technologies to improve short haul trucking at maritime ports, and evaluate alternative fuels for heavy duty trucks. State and local agencies are also planning development of a new, four-lane, dedicated truck freight corridor, along the current I-710 freeway, between the ports and the major intermodal rail yards located 18 miles north.

The state has adopted three primary strategies for improving intermodal goods movement: increase freight efficiency, transition to zero-emission technologies; and increase the competitiveness of California's freight system. The purpose of this paper is to estimate potential emissions reductions through electrification of drayage truck operations at the port and between nearby intermodal rail facilities.  The study relies on published life cycle inventories, emissions data, and operations data for the use phase of drayage vehicles, as well as data from drayage truck demonstration projects. The study focuses on characterizing uncertainty in forecasting use-phase emissions reductions from technology projects.  We discuss how changing fuel feedstocks and generation profiles may impact both the magnitude and location of emissions resulting from truck operations.  We compare use-phase emissions for greenhouse gases, NOx, and particulate matter (PM) under electrification to conventional diesel trucks, considering projected port container volumes from 2015-2035.

Container volumes at POLA/LB are expected to increase from approximately 15 million TEU in 2015 to 28 million in 2035.  Approximately 36% of the volume will be transported to near and off dock intermodal facilities. This will translate to about 745 million annual drayage truck vehicle miles in 2035.  Our results suggest electric drayage trucks deliver emissions reductions compared to conventional liquid fuels, but the benefits are largely dependent on the source of electricity generation. Electrification offers the additional benefit of decoupling the point source of emissions from site of truck operations, particularly important for impacted communities near the port and I-710 corridor.