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All sourcesNASA NTRSDOE OSTI
NASA NTRS2007

Solutions Network Formulation Report: Improving NOAA's PORTS(R) Through Enhanced Data Inputs from NASA's Ocean Surface Topography Mission

The Nation uses water-level data for a variety of practical purposes, including nautical charting, maritime navigation, hydrography, coastal engineering, and tsunami and storm surge warnings. Long-term applications include marine boundary determinations, tidal predictions, sea-level trend monitoring, oceanographic research, and climate research. Accurate and timely information concerning sea-level height, tide, and ocean current is needed to understand their impact on coastal management, disaster management, and public health. Satellite altimeter data products are currently used by hundreds of researchers and operational users to monitor ocean circulation and to improve scientists understanding of the role of the oceans in climate and weather. The NOAA (National Oceanic and Atmospheric Administration) National Ocean Service has been monitoring sea-level variations for many years. NOAA s PORTS (Physical Oceanographic Real-Time System) DST (decision support tool), managed by the Center for Operational Oceanographic Products and Services, supports safe and cost-efficient navigation by providing ship masters and pilots with accurate real-time information required to avoid groundings and collisions. This report assesses the capacity of NASA s satellite altimeter data to meet societal decision support needs through incorporation into NOAA s PORTS. NASA has a long heritage of collecting data for ocean research, including its current Terra and Aqua missions. Numerous other missions provide additional important information for coastal management issues, and data collection will continue in the coming decade with such missions as the OSTM (Ocean Surface Topography Mission). OSTM will provide data on sea-surface heights for determining ocean circulation, climate change, and sea-level rise. We suggest that NASA incorporate OSTM altimeter data (C- and Ku-band) into NOAA s PORTS DST in support of NASA s Coastal Management National Application with secondary support to the Disaster Management and Public Health National Applications.

Guest, DeNeice↗
DOE OSTI2022

Large-scale Hydrogen Storage – Risk Assessment Seattle City Light and Port of Seattle [Abstract]

This CRADA presents the strategy that Pacific Northwest National Laboratory (PNNL) and Sandia National Laboratories (SNL) will take to support Seattle City Light (SCL), and the Port of Seattle (Port) in performing a risk assessment of large-scale hydrogen storage. Risk assessment is often used to ensure that adequate measures are taken to protect workers and the public, the environment, infrastructure, and assets. A detailed risk assessment can also be used to direct funding and upgrades, to specific components and sub-systems in order to mitigate risks to the larger system. In this way risk assessments are often employed as a part of a larger risk management strategy, with the goal of minimizing the occurrence of hazards and to identify means to limit their consequences. Risk assessment is often used to engage and inform regulators, and to communicate how specific regulations are being met. However, it is important to note that the proposed work is not intended for SCL and the Port to use in order to gain regulatory acceptance for their proposed activities. The work performed as a part of this effort will be a preliminary risk assessment for early-stage component and system designs and should be considered research and development (R&D). As such, the proposed work will be performed to a quality level and design maturity consistent with R&D and is not considered appropriate for final safety analysis and regulatory compliance purposes. Previous and on-going work at SCL and the Port demonstrated the utility of deploying hydrogen systems at the Port. The deployment of hydrogen at the Port is a part of a larger vision of using hydrogen to address a range of issues for SCL and the Port. These include large-scale fueling of MD/HD vehicles, cargo-handling equipment (CHE), and harbor vessels to reduce emissions; support of adjacent LD vehicles; support of critical port operations during extreme events (i.e., resiliency); deferral of more capital- and time-intensive electrical distribution system upgrades while still supporting evolving port operations and decarbonization efforts; facilitating electrification by establishing energy storage as a grid resource, starting at strategic port locations; creation of a flexible market resource that can be used by SCL to generate revenue via arbitrage; support of planned future maritime operations that involve heavy use of hydrogen for ocean-going vessels; and future end-use applications involving natural gas pipeline hydrogen injection. Ultimately, the success of these activities is underpinned by the deployed storage capacity. Large-scale deployment of hydrogen systems will require hydrogen storage at a scale that has not been demonstrated. In addition, the ideal location for such multi-use systems is near the end user which will often necessitate deploying into urban and/or industrial areas. A detailed risk assessment using the Port as a test case is necessary to ensure the deployment of large-scale hydrogen is successful. Many technologies have been proposed for hydrogen storage; however, these technologies need to be analyzed as they apply to an actual site. The physical infrastructure and hydrogen use cases for the Port will be analyzed, and a risk assessment for compressed hydrogen, liquified hydrogen, and Liquid Organic Hydrogen Carrier (LOHC) storage will be performed. These risk assessments will be useful for understanding how each of these technologies would perform in terms of facility and public safety. The operating states of the proposed hydrogen systems at the Port will be analyzed and incorporated into the storage risk assessment. Scalability will also be analyzed to understand how future port uses would affect the overall risk assessment. Finally, using the risk assessment as a tool to inform engagement and to gain stakeholder acceptance will be explored.

08 HYDROGEN↗
DOE OSTI2021

Maximizing Solar and Transportation Synergies

This report considers the technological and market pathways that will enable better use of photovoltaic (PV) electricity as fuel for future transportation demand. Most of the pathways identified will require collaborative research and development (R&D) efforts to improve the capabilities of multiple technologies, including PV, energy storage, vehicles, electrolyzers, electrofuels, and infrastructure. For plug-in electric vehicles (PEVs), technologies that enable wide-scale managed and coordinated charging are among the highest priorities for continued research, development, and deployment in the near term. Furthermore, managed and coordinated charging capabilities are foundational for future vehicle-to-grid (V2G) functionality in the long term. For hydrogen fuel cell electric vehicles (FCEVs), the use of PV electricity for electrolysis provides an opportunity to increase PV deployment. For rail, air, and maritime transportation, the feasibility of increased PV use varies in the near term; opportunities for synergies with solar include the electrification of rail, increased reliability from airport microgrids, and switching from heavy fuel oil to clean maritime electrofuels made from PV-based hydrogen. Over the longer term, battery swap stations for electric airplanes and the co-location of solar with hydrogen fueling stations at shipping ports may enable greater synergies between PV and transportation.

14 SOLAR ENERGY↗
DOE OSTI2020

The Floating Chameleon: Floating Nuclear Power Plants and the Nexus of Maritime and Nuclear Security Law

During the 63rd regular session of the International Atomic Energy Agency (IAEA) General Conference, as part of Norway's statement to the General Conference, Mr. Auden Halvorsen, State Secretary for Norway, made the following statement about transportable nuclear power plants (TNPPs): "Deployment of transportable nuclear power plants—TNPPs—demands our attention. The Agency must intensify its conversations of all aspects of the safety and security of such facilities. . . . The scope and applicability of existing requirements and instruments need to be clarified and developed including dialogue with the International Maritime Organization [IMO]." Ensuring the security of TNPPs is essential for their deployment and implementation. TNPPs may be floating nuclear power plants (FNPPs), which bring together elements of nuclear security related to the nuclear power plant with elements of maritime security. Insofar as an FNPP weds the principles of nuclear and maritime security, it also weds the two domains, the ancient traditions and contemporary practices of maritime law with the contemporary practices of nuclear law. Fundamentally, this raises the question, what are the legal requirements for the security of a FNPP? Although both maritime law and nuclear law have established regimes for security through various legal instruments, does an FNPP expose gaps between the current international legal instruments? The previous question of whether international legal regimes define requirements for the security of FNPPs, but a threshold question remains: what is an FNPP? For purposes of nuclear and maritime security, is an FNPP a facility, is an FNPP a vessel and therefore a transport, or does an FNPP change its status based upon temporal and spatial considerations such as when it is docked at a port generating power or in transit to its destination? This set of questions, and others addressed later in this article, highlights that the issue is not merely a question about security but intersects elements of safety whether an FNPP is in uncharted waters of the international regime for both nuclear and maritime law. Here, this paper addresses many of the questions posed above related to the security regulations for an FNPP.

98 NUCLEAR DISARMAMENT, SAFEGUARDS, AND PHYSICAL P↗
DOE OSTI2023

Texas A&M University Mobile Facility Measurements during TRACER (Field Campaign Report)

One of the main goals of the U.S Department of Energy (DOE) Atmospheric Radiation Measurement (ARM) Tracking Aerosol Convection Interactions Experiment (TRACER) near Houston, Texas is to improve understanding of how meteorology and aerosols impact storm dynamical and microphysical processes in deep convection to better constrain and improve their model representation. The Houston area is strongly influenced by sea- and bay-breeze circulations that generate convergence and help to initiate and organize deep convection. To properly isolate and understand the roles of varied meteorological conditions and cloud condensation nuclei (CCN) and ice nucleation particles (INP) distributions in different air masses, co-located thermodynamic, kinematic, and aerosol vertical profile observations are needed. The focus of this campaign was to provide key measurements in air masses both in front of and behind sea/bay breeze fronts moving through the greater Houston area to sample the airmass heterogeneity. The overarching scientific goal of this campaign is to understand how the vertical distributions of both CCN and INP correspond to the inflow layer of deep convection in maritime, background continental, and polluted continental air masses, and how these variations influence deep convection. To fully sample the heterogeneity in both meteorological conditions and aerosols across the sea-breeze front (SBF), Texas A&M University (TAMU) deployed a InterMet 3050A 403 MHz mobile unit launching iMet-4 radiosondes and the new Rapid Onsite Atmospheric Measurement Van (ROAM-V) for aerosol sampling during the TRACER intensive operational period (IOP) from June to September 2022. The suite of instruments deployed on ROAM-V included a condensation particle counter (CPC; GRIMM Model 5.403 CPC), scanning mobility particle sizer (SMPS; TSI 3750 detector, TSI 3082 classifier, TSI 3088 neutralizer, TSI 3081A differential mobility analyzer), cloud condensation nuclei counter (Droplet Measurement Technologies CCN counter), micropulse lidar (Droplet Measurement Technologies micropulse lidar [miniMPL]), and a Davis Rotating Uniform size-cut Monitor (DRUM; DRUMAir 4-DRUM). Before sampling at each location, the latitude and longitude were recorded using the Global Positioning System (GPS) on the phone application “My Altitude”. The DRUM data were collected as part of a closely related ARM field campaign and also supported by DOE Atmospheric System Research grant DE-SC0021047. The TAMU team sampled these airmass heterogeneities by strategically choosing deployment sites in a different airmass than the ARM fixed sites in La Porte and Guy, Texas. On days when the sea/bay breeze boundary was pushing inland, the TAMU team would usually sample the airmass on the maritime side of the SBF at a coastal site in Galveston, Texas in the early afternoon (1730-1900 UTC) and then move inland ahead of the SBF to sample the airmass on the continental side during late afternoon (2030-2230). Figure 1 shows the Galveston maritime site and the array of sites for the late afternoon continental measurements.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1982

Legal education at sea via ATS-1. An evaluation of the T/S Golden Bear experiment

A course in maritime law was provided via ATS satellite to law students onboard ship. Classes were received while the ship was on the open seas and in the various ports visited. A half duplex audio channel provided the primary communication mode. All participants judged this pilot study to be extremely useful. Students were able to pursue their course work and to have the benefits of research guidance from academic advisors, while gaining practical, hands on experience at sea.

Connors, M. M.↗
DOE OSTI2023

Ice nucleation measurements from DRUM impactors during TRACER campaign in the Houston TX region from July to September 2022

During TRACER, three Davis Rotating Uniform size-cut Monitors (DRUM; DRUMAir 4-DRUM) were used to collect aerosols for ice nucleation measurements in the Brooks laboratory at Texas A&M University. The three instruments were located at AMF1 in La Porte, Ancillary site in Guy (ANC), and onboard the Texas A&M Rapid Onsite Atmospheric Measurements Van (ROAM-V). ROAM-V was deployed to capture airmasses behind (maritime) and ahead (continental) of the passage of the sea-breeze front through Houston. On select sampling days, ROAM-V sampled in the morning/mid-day on the coast and then transited to a second inland site for the afternoon/evening. The suite of instruments deployed on ROAM-V included a Condensation Particle Counter (CPC; GRIMM Model 5.403 CPC), Scanning Mobility Particle Sizer (SMPS; TSI 3750 detector, TSI 3082 classifier, TSI 3088 neutralizer, TSI 3081A Differential Mobility Analyzer), Cloud Condensation Nuclei counter (Droplet Measurement Technologies CCN Counter), micro pulse lidar (Droplet Measurement Technologies Micro Pulse LiDAR (miniMPL)), and one of the Davis Rotating Uniform size-cut Monitors (DRUM; DRUMAir 4-DRUM). Before sampling at each location, the latitude and longitude were recorded using the GPS on the phone application “My Altitude”. Each DRUM sampler was operated at a flow rate of 23 LPM. Each DRUM has four stages where the aerodynamic diameter size cuts are as follows: stage 1 larger than 3 μm, stage 2 from 3 to 1.2 μm, stage 3 from 1.2 to 0.34 μm, and stage 4 from 0.34 to 0.15 μm. Pretreated aluminum foil was used as a substrate on all stages. At AMF1 and ANC sites, the DRUMs were operated on the shared aerosol inlet, with generous support of the DOE ARM site staff. These instruments rotated 24 mm per day and only contained aluminum foil substrates. Substrates were changed weekly and transported to Texas A&M for storage in -80C freezer until analysis. The DRUM onboard ROAM-V was operated at a faster rotation rate of 150 mm per day to clearly separate the multiple deployment locations for ROAM-V. For the ROAM-V DRUM, substrates were changed every deployment and transported to Texas A&M for storage in -80C freezer until analysis. At Texas A&M, ice nucleation experiments were conducted to measure the ice nucleation temperature of the ambient aerosol samples collected from the three DRUMs using our previously established procedures (Alsante et al., 2023; Fornea et al., 2009; Matthews et al., 2023). For ice nucleation, only samples collected on stage 3 were analyzed, given that these are the most relevant size (1.2 to 0.34 μm diameter) for potential ice nucleating particles. For the AMF1 and ANC sites, we cut and analyzed 2 mm (2-hour) samples. We analyzed the time periods of the AMF1 site instrument when the ROAM-V was deployed. A 72-hour period from July 11th at 23:49 through July 15th at 1:49 was analyzed from the ANC site instrument. For the ROAM-V instrument, we separated the daily samples by site location. Between 1- and 6-hour independent samples were analyzed at each location. We also cut the ROAM-V samples in half to allow for compositional analysis of the aerosol on the other half of the substrate. All viable samples from the ROAM-V were analyzed. Analysis was done using a custom-built ice nucleation apparatus, recently updated to include an array of 16 individual samples (Matthews et al., 2023). On our experimental setup, we used 100 μL of Ultra-High-Performance Liquid Chromatography (UHPLC) water (Sigma Aldrich, >99.9% purity) to wash off the aerosol from the DRUM substrate. Then, we micropipetted 2 μL droplet samples into each of the 16 wells of the array, using hydrophobically coated microscope slides. Experiments would cycle 28 times from 10 C to -40C over a 20-hour period. During analysis of the TRACER samples, nine experiments were conducted with UHPLC water process blanks that followed an identical preparation procedure. The average freezing temperature and standard deviation for these process blanks is -27.7±2.4 C. This data was collected for ARM Field Campaign AFC07023 and supported by DOE ASR grant DE-SC0021047. For any further questions, please feel free to contact the instrument PI, Sarah D. Brooks, sbrooks@tamu.edu. Alsante, A. N., Thornton, D. C., & Brooks, S. D. (2023). Ice nucleation catalyzed by the photosynthesis enzyme RuBisCO and other abundant biomolecules. Communications Earth & Environment, 4(1), 51. Fornea, A. P., Brooks, S. D., Dooley, J. B., & Saha, A. (2009). Heterogeneous freezing of ice on atmospheric aerosols containing ash, soot, and soil. Journal of Geophysical Research: Atmospheres, 114(D13). DOI:10.1029/2009JD011958 Matthews, B. H., Alsante, A. N., & Brooks, S. D. (2023). Pollen Emissions of Subpollen Particles and Ice Nucleating Particles. ACS Earth and Space Chemistry.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2017

Using Buoy and Radar Data to Study Sudden Wind Gusts Over Coastal Regions

Significant sudden wind gusts can pose a threat to aviation near the coastline, as well as small (sailing) boats and commercial ships approaching the ports. Such cases can result in wind speed changes of more than an order of magnitude within 5 minutes, which can then last up to 20 minutes or more. Although the constellation of scatterometers is a good means of studying maritime convection, those sudden gusts are not easily captured because of the low time resolution. The National Data Buoy Center (NDBC) provides continuous measurements of wind speed and direction along the US coastal regions every 6 minutes. Buoys are platforms placed at specific places on the seas, especially along coastlines, providing data for atmospheric and oceanic studies. Next Generation Radars (NEXRADs), after the recent upgrade of the network to dual-pol systems, offer enhanced capabilities to study atmospheric phenomena. NEXRADs provide continuous full-volume scans approximately every 5 minutes and therefore are close to the time resolution of the buoy measurements. Use of single- Doppler retrievals might also provide a means of further validation.

Winds↗
DOE OSTI2025

Design and permitting considerations of a floating hydrogen production and dispensing Barge for the Port of San Francisco

This paper reports on the design of a Floating Hydrogen Production and Dispensing Barge destined for the Port of San Francisco (SF). The H 2 Barge is designed to produce renewable H 2 at the rate of ∼530 kg/day, storing 512 kg of hydrogen at 517-bar, allowing fast refueling of hydrogen fuel cell vessels and land-side hydrogen delivery trailers for distribution into the nascent SF hydrogen ecosystem. The broader considerations that impacted H 2 Barge design are also described. An account is given of a new review process formulated by the United States Coast Guard (USCG) to review this first-of-its-kind maritime implementation of hydrogen technology. Furthermore, the immediate goals of the H 2 Barge Project are to 1) demonstrate the feasibility, viability and methods of hydrogen production, storage and fueling in a maritime context, 2) help shape (where needed) and navigate the required local, state and federal regulatory gauntlet and 3) catalyze a “green hydrogen ecosystem” (both marine and landside) with locally produced renewable hydrogen at the San Francisco waterfront.

08 HYDROGEN↗
DOE OSTI2023

Maritime Fuel Cell Generator Project: 2018 – 2023

This report summarizes activity in the Maritime Fuel Cell (MarFC) Generator Project from 2018 – 2023. FY 2018 saw the implementation of upgrades and repairs, making the unit more reliable and operator friendly. In FY2019 the team engaged the Scripps Institution of Oceanography (SIO) to use the MarFC to provide zero-emission shore power to the research vessel R/V Robert Gordon Sproul while in port at the Nimitz Marine Facility in San Diego, CA. In FY2020, the MarFC unit was shipped to San Diego, CA. A fueling contract with IGX was established to support MarFC operations at SIO, with renewable hydrogen provided by the California State University Los Angeles (CSULA) hydrogen station. The project team (Sandia, Cummins/Hydrogenics) provided training to SIO staff on the technical details of the MarFC, the safe use of hydrogen in general and the MarFC in particular. The first fueling of the unit at the SIO pier was successfully completed by IGX. The first powering of a vessel with fuel-cell shore power was conducted with the R/V Robert Gordon Sproul. While the mechanical systems (lights, AC, ventilation, hydraulics, pumps and cranes) were powered without incident, problems arose when powering the computer systems. Inspections carried out in FY2021 revealed the MarFC needed routine maintenance. Maintenance was performed and the unit was upgraded. The MarFC was turned on after the year pause, and initial test data on power levels and stability were collected. FY2022 was a year spent repairing, upgrading and testing the MarFC unit. Spikes in power and voltage were observed above 60 kW that could potentially extend below 60 kW with time. Such spikes could cause problems with the Sproul electrical systems. These age-related problems, the extended time for the Sproul spent in dry dock for scheduled upgrades, and the associated need to reschedule the vessel’s high-priority science missions made it no longer possible to deploy the unit at SIO. After due consideration, the decision was made by DOE, MARAD and the project team to cease the deployment, remove the MarFC from SIO, and not pursue further deployment activities. On December 2, 2022, the MarFC unit was removed from the Scripps Nimitz Marine Facility and shipped to Fridley, Michigan. The Cummins/Hydrogenics plan for the unit is to assess the condition of the MarFC subcomponents, and then use it as a training/learning system for technical employees new to hydrogen fuel-cell technology. After summarizing project activity from 2018 – 2023, this report provides a review of lessons learned. This report provides next steps in contemplating a follow-on project that would further advance the use of fuel-cell-based shore power in a marine setting. A comparison is made of the project results to the original objectives. This report ends with an accounting of presentations stemming from the project, and a list of references.

08 HYDROGEN↗
DOE OSTI2025

Marine Hydrogen Demonstration

This report summarizes Phase 1 of a project involving the design of a Floating Hydrogen Production and Dispensing Barge destined for the Port of San Francisco (SF). The H 2 Barge is designed to produce renewable H 2 at the rate of ~ 530 kg/day, storing 512 kg of hydrogen at 517-bar, allowing fast refueling of hydrogen fuel cell vessels and land-side hydrogen delivery trailers for distribution into the nascent SF hydrogen ecosystem. The broader considerations that impacted the H2 Barge design are also described. An account is given of a new review process formulated by the United States Coast Guard (USCG) to review this first-of-its-kind maritime implementation of hydrogen technology. The immediate goals of the H 2 Barge Project are to 1) demonstrate the feasibility, viability and methods of hydrogen production, storage and fueling in a maritime context, 2) help shape (where needed) and navigate the required local, state and federal regulatory gauntlet and 3) catalyze a “green hydrogen ecosystem” (both marine and landside) with locally produced renewable hydrogen at the San Francisco waterfront. A summary is also given of the modeling and experimental activity of Phase 1 directed to the development of science-based refueling protocols for large marine Type IV 250-bar hydrogen tanks. Combined modeling and experimental studies are reported of the filling of large (28 kg) 250-bar Type IV hydrogen tanks of the type being deployed on early hydrogen ferries, such as the MV Sea Change. The primary question was to determine how such tanks can be successfully filled (state of charge greater than 97%) within 45 minutes without exceeding the 82 °C temperature limit historically set for such tanks. The studies show that a gas injector is needed avoid thermal stratification during filling which can result in potential hot spots. Pre-cooling of the hydrogen was found to be essential in most cases, as ambient conditions greatly affect the need for a pre-cooling to achieve the 45-minute fill time. Pre-cooling cannot be supplied by nearby water, such as that found in nature (bays, lakes, rivers, etc.) because pre-cooling cooling below 0 °C was found to be necessary to avoid excessive compression heating. The experimental results afforded a calibration of the engineering model (SOFIL) for these large 250-bar tanks, which now enables using SOFIL to predict volume-averaged hydrogen filling temperatures to an accuracy of +/- 2.7°C for these tanks. The model can therefore be used to evaluate potential scenarios for development of a standardized fueling methodology for ferries utilizing large Type-IV tanks of the type examined here.

08 HYDROGEN↗
DOE OSTI2023

Ice Nucleation Measurements during TRACER (Field Campaign Report)

This campaign, Ice Nucleation Measurements during TRACER, was conducted during the TRacking Aerosol Convection Interactions ExpeRiment (TRACER) in Houston, Texas during June-September, 2022. Specifically, our ice nucleation campaign was designed to improve understanding of ice nucleating particles (INPs) and their role in deep convective clouds across the Houston region. Summertime deep convection in southeast Texas is regularly tied to the sea-breeze front (SBF) that pushes inland from the Gulf of Mexico across the region. During TRACER, three Davis Rotating Uniform size-cut Monitors (DRUM; DRUMAir 4-DRUM) were used to collect aerosols for offline ice nucleation measurements in the Brooks laboratory at Texas A&M University. The three instruments were located at the U.S. Department of Energy Atmospheric Radiation Measurement (ARM) first Mobile Facility (AMF1) in La Porte, at the ancillary site in Guy (ANC), and onboard the newly developed Texas A&M Rapid Onsite Atmospheric Measurements Van (ROAM-V). Aerosol at the main ARM TRACER site, ARM1, is expected to arise from local urban, industrial, and ship channel sources. In contrast, the ANC is isolated and rural, and can therefore provide a continental background aerosol population. On select days when convective development was forecast to be probable, ROAM-V commuted from College Station, Texas to Galveston, sampled in the morning/mid-day on the coast, and then transited to a second inland site for the afternoon/evening. Sampling from the ROAM-V allowed us to capture aerosol and meteorological differences between maritime and continental airmasses by strategically positioning the ROAM-V near the coast in the morning in the opposite airmass from the AMF1 site.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Exploring the cost and emissions impacts, feasibility and scalability of battery electric ships

The United States’ greenhouse gas (GHG) emissions reduction goals, along with targets set by the International Maritime Organization, create an opportunity for battery electric shipping. In this study, we model life-cycle costs and GHG emissions from shipping electrification, leveraging ship activity datasets from across the United States in 2021. We estimate that retrofitting 6,323 domestic ships under 1,000 gross tonnage to battery electric vessels would reduce US domestic shipping GHG emissions by up to 73% by 2035 from 2022 levels. By 2035, electrifying up to 85% of these ships could become cost effective versus internal combustion engine ships if they cover 99% of annual trips and charge from a deeply decarbonized grid. We find that charging demands from electrifying these ships could be concentrated at just 20 of 150 major ports nationwide. This study demonstrates that retrofitting to battery electric vessels has economic potential and could significantly accelerate GHG emission reductions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

Hydrogen Applications for Energy Transition in Port and Airport Operations at the Port Authority of New York and New Jersey

The Port Authority of New York and New Jersey (PANYNJ) is focused on achieving meaningful reductions in emissions as part of its environmental sustainability efforts. To reach its 2030 target for reducing Scope 1 and Scope 2 carbon dioxide equivalent (CO2e) emissions and its goal of net-zero emissions by 2050, PANYNJ is exploring a range of energy solutions, including hydrogen technologies. This report evaluates the potential role of hydrogen in reducing emissions across key operational areas: vehicles, equipment, stationary power, aviation propulsion, and marine propulsion. It examines hydrogen's technical feasibility, infrastructure needs, and economic implications within PANYNJ's operational context. The findings aim to inform decisions as PANYNJ transitions to cleaner energy sources and reduces environmental impacts. Based on the existing literature and stakeholders' feedback, the report outlines both opportunities and challenges associated with hydrogen integration, providing insights to guide PANYNJ's future sustainability initiatives.

33 ADVANCED PROPULSION SYSTEMS↗