Yusen Terminals faces tough road to zero emissions: Part II

On June 25^th Alan McCorkle, President and CEO of Yusen Terminals located at the Port of Los Angeles showcased the acquisition of new battery-powered top handlers that will speed the transition from diesel technology to zero emission technology.

McCorkle told a group of dignitaries that included Los Angeles Mayor Karen Bass: "At YTI, we believe in leading by example and setting new standards for environmental responsibility in our industry. With the introduction of these electric top handlers, we are not only reducing our carbon footprint and continuing to support our local workforce, but also pioneering a greener future for global port operations."

However, in an interview with AJOT, McCorkle warned of a tough road ahead.

Top Handler’s Cargo-Handling Role

McCorkle said that top handlers play a crucial role in terminal operations by efficiently transferring containers to and from ships to trucks and trains. While traditionally powered by diesel engines, the introduction of the five brand-new electric top handlers represents a significant achievement for Yusen Terminals.

McCorkle also described the many challenges Yusen faces transitioning to zero emission cargo-handling equipment.

McCorkle told AJOT that Yusen was switching 8 of its 34 container top handlers to battery-power machines built by Taylor Machine Works, a leading U.S.-based heavy-duty equipment manufacturer already supplying top handlers at the Port.

The Taylor machines utilize Proterra batteries. As of February 1, 2024, the Proterra business line announced that it will operate as an independent company within the Volvo Group.

McCorkle explained: “These are the first commercially available units … that would go two consecutive shifts without an opportunity charge which is 16 hours … units that also had the Proterra battery … That's the holy grail for us … getting that ability to get a piece of equipment … on the terminal with 20–30-ton boxes that we're moving and being able to get consecutive shift application.”

McCorkle said the top handler is the terminal’s “workhorse” explaining:” Every container that comes off … of a ship … at Yusen is going be put into either a stack for local (truck) delivery, or it is going be put into a stack to load on to the train. Every box, every one of those boxes that gets in those stacks is being done by a top handler.”

In terms of loading onto a train “the top handler puts the container in a rail stack and the top handler is also going load the container onto the rail (train),” he said.

In the case of imports, “the rubber tire gantry (RTG) is the unit that is going to deliver that local import truck delivery … So, the top handler does not do that. But the top is putting it there for the RTG delivery and the local truck delivery application …That's, how I'm discharging a ship.”

On the export side, containers being loaded on to ships are transactions that are all made by top handlers: “Exports are being sent to a number of different destinations and … this does not lend itself to a huge stack … (as with imports using an RTGs.) You have got a lot of smaller shipments (going) to different destinations and so every box that goes on to a ship is being touched by a top handler. When an export box is coming in on the rail, we will discharge those with a top handler into an export stack that will be loaded to the ship with a top handler. The same thing happens with truck deliveries … come in through the gate by an over the road truck. That top handler is going to take that container off … and put into an export stack…. (until it puts it on) the yard tractor that's going to take it underneath the ship (with) the ship to shore crane, that will load it on to the ship.”

Cargo-Handling Equipment Will Need to Transition to Zero Emissions

The challenge in making the transition from diesel-powered equipment to zero emission battery and hydrogen equipment is there number of cargo-handlers that need to be transitioned:

• 10 ship to shore (STS) cranes … already run on electricity
• 34 top handlers were diesel-powered but are now being reduced by 8 top handlers with the acquisition of the Taylor battery powered units.
• 14 RTGs are diesel powered with one new RTG being tested with hydrogen fuel. McCorkle noted: “We're testing a hydrogen RTG built by Paceco/ Mitsui from Japan. It's a hydrogen fuel cell … we're testing that … we actually are getting ready to put that in operation… The problem with RTG … is … electrification is not great. … You’ve got to dig a hole in the ground, you got to run off of a trench. We don't think it's the best way to go because of the infrastructure requirements. So, we are looking at things like hybrid applications and this hydrogen fuel cell. … We think the hydrogen fuel cell, if this works for the RTG, which I feel pretty good about, might be the application we use.”
• 120 yard tractors are diesel powered. These tractors pull containers mounted on chassis to and from the ship to shore cranes. Two new units are being tested run by batteries and two units with fuel cells.

Still to be transitioned to zero emission operations are:

• 24 forklifts
• 161 pickup trucks. These include: 100 for operations, 29 for management, 32 support including security/mechanics, etc.

McCorkle explained the challenges for forklifts and pickup trucks: “I have to figure out … the non-handling equipment, … gasoline pickup trucks … that our frontline supervisors drive around to manage the operation. I have 161 of these then I have to buy EVs and then we have to plug those in… Those need electricity too. Then we also have to shift from the container handling equipment to the ancillary equipment we use, such as forklifts, which are diesel… we have some electric forklifts coming in …”

Battery Versus Hydrogen

McCorkle said that Yusen is still testing equipment to see whether battery power or hydrogen fuel is going to work better for its cargo-handling fleet:

“We don't know if the battery going be better. We don't know if the hydrogen is going to be better … We are going to also be testing a hydrogen fuel cell top handler …when we talk about electrification, we think the solution to get to zero emissions (is) … probably going to need a combination of EV and hydrogen fuel cell.”

The terminals transitioning to zero emissions technologies are pioneering a major transformation away from diesel fuels at a time when battery-powered vehicles and hydrogen powered vehicles are still very expensive and require government grants for purchase and testing, he said.

While hydrogen is more expensive than diesel, there are still gradations of hydrogen generated by fossil fuels so that the zero-emission fuel needs to come from a process generated by a zero-emission source such as wind or solar adding a further complication to the procurement process: “Right now, hydrogen is very expensive. There are safety concerns with how you fuel. There are different kinds of hydrogen … And there is more we do not know about than we know about.”

Transition Status

Yusen Terminals International (YTI) provided this inventory and schedule of equipment that needs to be transitioned to zero emissions:

Electric Top Handlers

• YTI purchased the first eight (8) commercially available Taylor electric container top handlers
• Replacing 8 diesel top handlers
• First five (5) units were delivered in May 2024

Yard Tractors

• YTI to operate two (2) Electric Vehicle Yard Tractors for 3-year demo period
• EV Yard Tractor Providers: MAFI EV -1 unit; TICO EV -1 unit

Commencing 2024

Hydrogen Fuel Cell Technology

• Toyota Tsusho Hydrogen Fuel Cell Pilot Program
• Paceco Hydrogen Fuel Cell RTG Crane -1 unit with delivery in February 2024; and operational June 2024
• Kalmar Hydrogen Fuel Cell UTR’s (tractors) - 2 units
• Delivery in Q2 2024
• Taylor Top Handler Retrofitted w/ Hydrogen Fuel Cell Engine -1 unit

Hydrogen Refueling Solution (Proposed)

• As part of Toyota Tsusho Hydrogen Fuel Cell demo projects, a mobile refueling truck will make daily deliveries of hydrogen to re-fuel equipment
• Hydrogen refueling station locations on-terminal to safely park refueling truck.
• Logistical challenges bringing equipment to the refuelers

Long Term Hydrogen Strategy

• YTI envisions a mix of Hydrogen Fuel Cell and Battery Electric Container Handling Equipment both in the short and long-term vision of operations
• YTI plans to participate in ARCHES Hydrogen Hub programs through the Port of Los Angeles with a focus on both Hydrogen Equipment and Fuel/Infrastructure opportunities
• As part of its longer-term hydrogen strategy, YTI is beginning to explore alternative refueling methods to the mobile refueler with a focus on on-site storage and refueling infrastructure