Electrifying Ground Vehicles: The Practical First Phase Of Port Sustainability

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Ports sit at the crossroads of global trade, and increasingly, they’re also at the center of global decarbonization efforts. In the maritime sector, a careful and deliberate phased approach to electrification and zero-emission operations is critical. This article, the second in a series, focuses specifically on the initial five-year phase: electrifying ground vehicles at a representative mid-sized European port, a logical and pragmatic first step in achieving a broader, multi-decade decarbonization vision. Ground vehicles and cargo handling equipment offer relatively low-hanging fruit given the availability and proven reliability of electric alternatives, making this transition strategically sensible.

Today, the baseline reality at many ports, including our representative scenario, remains firmly diesel-centric. For the baseline energy demand, see the first article in the series. Container yards rely heavily on diesel-powered straddle carriers, terminal tractors, forklifts, and mobile cranes. For context, a typical mid-sized European port operates roughly twenty diesel-powered straddle carriers, each consuming approximately 19 liters of diesel per operational hour, a figure confirmed by operational benchmarks from major terminals such as those operated by HHLA in Hamburg. Coupled with around fifty terminal tractors and numerous diesel forklifts and mobile cranes, these vehicles collectively consume in the range of two to three million liters of diesel annually, representing about 20–30 gigawatt-hours of diesel energy consumption every year.

Transitioning to electric ground vehicles in this initial five-year window is not only achievable—it’s increasingly common in practice. Industry leaders such as APM Terminals and HHLA have already demonstrated the viability of electric straddle carriers, battery-powered terminal tractors, electric forklifts, and cable-driven cranes. For example, APM Terminals has repeatedly underscored the improved total cost of ownership for electric equipment, driven by substantial reductions in fuel and maintenance expenses. Maintenance savings alone are noteworthy: electric vehicles typically require significantly fewer maintenance hours, have fewer moving parts, and avoid the complexities associated with internal combustion engines.

Concretely, the port’s electrification efforts during the first five years would target replacing or retrofitting about half of the existing diesel equipment fleet with electric alternatives. This includes electric straddle carriers and terminal tractors, along with retrofitting mobile cranes and forklifts with electric drive systems or cable-reel solutions. By year five, approximately fifty percent of yard equipment could be fully electric, with all new procurement decisions exclusively favoring electric equipment. Charging infrastructure would be systematically deployed throughout the port, enabling both heavy equipment and incoming electric trucks to recharge efficiently. Fast chargers strategically placed at truck gates and throughout the terminal ensure smooth operation and minimize disruption to logistics flow.

Electrifying these ground vehicles increases the port’s electricity demand modestly but noticeably—approximately two to five gigawatt-hours per year by the end of year five. To illustrate, converting a fleet of twenty diesel straddle carriers to fully electric operation, each averaging 3,000 operational hours annually with average power draws around 150 kilowatts, would add roughly three gigawatt-hours annually. Similarly, electrifying dozens of terminal tractors and forklifts further increases electricity requirements by a few gigawatt-hours, cumulatively raising the port’s total electricity demand from a baseline of approximately 20 gigawatt-hours per year up to around 25 gigawatt-hours annually.

Importantly, this incremental electricity demand replaces millions of liters of diesel previously burned each year, yielding immediate and tangible environmental benefits. Not only do carbon dioxide emissions drop significantly, but local air quality also improves dramatically due to reduced particulate matter, nitrogen oxide, and sulfur emissions. As ports are often located near urban areas, these environmental benefits extend well beyond the operational boundaries of the terminal itself, significantly improving community health outcomes and aligning ports with increasingly stringent air-quality regulations.

To reliably meet the increased electricity demands, initial power supply during the first five-year phase would be predominantly sourced from the national grid, supplemented significantly by moderate-scale onsite renewable generation. A realistic target for onsite solar deployment—installing approximately five megawatts of photovoltaic capacity on warehouse roofs, parking canopies, and available land—could yield roughly five gigawatt-hours of clean electricity annually, based on realistic capacity factors in Northern European climates (typically around 11–15%). This would cover a substantial portion of the new electricity requirements. The remaining incremental electricity demand, especially during peak usage times, would rely on upgrades to grid connections, such as adding dedicated 20-kilovolt feeders, ensuring adequate power availability for all port operations.

Comparing to the baseline Sankey, a key point is that total primary energy requirements with just electrified ground vehicles have dropped and there is less rejected energy. An port that replaces molecules with electrons is an efficient port. A port that generates its own energy with solar is a port that is creating an economic advantage with zero margin energy.

To further stabilize and optimize energy use, a modest-scale battery energy storage system would be implemented, sized around five megawatt-hours. Such a battery system offers multiple practical benefits: it efficiently manages short-term load peaks from simultaneous vehicle charging events, mitigates grid impact during periods of high demand, and helps store surplus solar-generated electricity for use during peak operational times. For example, during midday breaks or shift changes when multiple straddle carriers and terminal tractors plug in simultaneously, the battery system can discharge stored electricity, smoothing the demand curve and lowering peak charges significantly.

The economic case for this initial investment phase is robust. An approximate investment of €50 million would cover the procurement or retrofitting of electric ground equipment—roughly €300,000 per electric terminal tractor and €1–2 million per electric straddle carrier—as well as comprehensive installation of charging infrastructure, civil works, grid upgrades, and renewable energy assets. Specifically, this figure includes roughly €5–10 million for charging infrastructure and civil engineering, approximately €5 million for solar photovoltaic installations, around €3 million for the battery energy storage system, and additional contingency funds for necessary grid upgrades.

Despite the upfront investment, the longer-term economic benefits are compelling and well-documented by industry leaders such as APM Terminals. Operational savings from electric drivelines routinely result in total cost-of-ownership advantages. Fuel and maintenance costs drop dramatically, with electric vehicles typically achieving operating cost reductions of 50–70% per hour compared to diesel counterparts. Furthermore, electric equipment offers superior reliability and availability, reducing costly downtime associated with diesel-engine maintenance. As carbon pricing becomes increasingly stringent and diesel fuel costs more volatile, ports investing early in electrification solidify their competitive position and secure longer-term financial and operational stability.

Strategically, electrifying ground vehicles in the initial five-year phase sets a critical foundation for subsequent phases of the broader 30-year port decarbonization roadmap. Establishing renewable energy assets, charging infrastructure, and battery storage capabilities early on simplifies later integration of more complex elements, such as harbor craft electrification, comprehensive shore power systems, and eventually full vessel propulsion electrification. Ports that move proactively and decisively toward early electrification build essential operational experience, establish clear competitive advantages, and attract environmentally conscious customers and logistics partners.

Ultimately, electrifying ground vehicles is not merely an initial step—it is a cornerstone strategy that positions ports clearly on a path toward comprehensive decarbonization. Through carefully planned phased investments, supported by proven technologies and robust economic rationale, ports can begin their transition effectively, rapidly, and confidently. With the maritime industry’s broader shift toward sustainability inevitable, ports adopting this proactive, phased electrification approach ensure they remain competitive, resilient, and strategically positioned to lead the global maritime decarbonization movement.