## 3 Emission Reduction Measures at Ports
### Seaside
The EverLoNG project installed a ship-based carbon capture system on an LNG-powered LNG carrier, which achieved a 70% reduction in CO\({}_{2}\) emissions from the vessel (www.ukpandi.com, accessed on 10 December 2023). The fuel and energy measures seek to use alternative cleaner fuels or energies to power vessels, which has more fundamental impact on the shipping industry and the vessel GHG emissions. According to DNV, 99.39% of world vessel fleet in operation are still using conventional fuels, with 0.48%, 0.10%, 0.03%, and 0.01% of ships in operation using LNG, LPG, methanol, and hydrogen, respectively ([[https://afi.dnv.com](https://afi.dnv.com)]([https://afi.dnv.com](https://afi.dnv.com)), accessed on 10 December 2023). LNG and LPG are low-carbon fossil fuels which can reduce CO\({}_{2}\) emissions by up to 20%, but they are regarded as transition fuels for ships. Biofuel is regarded as a renewable energy source; it can be derived from microbial, plant, or animal materials. Biofuels include bio-ethanol, bio-methanol, biodiesel, and straight vegetable oil. It can reduce GHG emissions in shipping by 25% to 100% [20]. However, there is a concern over the availability of biofuels because their supply will not be adequate to power the entire global marine fleet [20]. E-fuels are produced from renewable electricity and take either gas or liquid form. Examples of e-fuels include E-LNG, E-diesel, E-ammonia,E-methanol, and hydrogen. E-fuels can achieve 90-100% CO\({}_{2}\) reduction and will play an important role as ship fuels from a long-term perspective [21]. Full electric vessels are powered by battery and enable zero carbon emission. It is attractive to decarbonise ferries, tugs, pleasure boats, and inland waterway vessels that are sailing for short distances (www.wartsila.com, accessed on 10 December 2023). The infrastructure measures are needed to support emission reduction from vessels. For example, port-side infrastructure must be in place to supply electricity to vessels to implement onshore power solutions [15]; charging facilities are required to support battery-powered vessels; and relevant infrastructure should be installed to offload and process the captured CO\({}_{2}\) under the CCS solution. Ports also need to construct infrastructural facilities to store and supply alternative fuels when vessels require refuelling. The digitalisation measures at seaside include the applications of digital technologies to improve vessel operational activities, e.g., automated mooring systems can reduce ship manoeuvring time significantly [22]; the use of mobile satellite communication enables seamless connectivity between vessels and port operators; the use of machine learning and artificial intelligence such as Metocean Data Analysis by the company Sinay can simulate and predict weather patterns to improve vessel operations ([[https://sinay.ai](https://sinay.ai)]([https://sinay.ai](https://sinay.ai)), accessed on 10 December 2023). The policy and collaboration measures related to seaside activities include regulations, incentive schemes, and collaborative agreements to enforce or facilitate emission reductions from vessels. IMO has issued several mandatory measures such as Energy Efficiency Design Index (EEDI), Energy Efficiency eXisting ship Index (EEXI), Carbon Intensity Indicator (CII), and Ship Energy Efficiency Management Plan (SEEMP) to specify the energy efficiency of the vessels, the carbon intensity in ship operations, and ship management plan to meet CII requirements (www.imo.org, accessed on 10 December 2023). However, these regulations are mainly applied to the vessels above 400 gross tonnage (GT). From January 2024, the EU's Emissions Trading System (EU ETS) will be extended to CO\({}_{2}\) emissions from all ships over 5000 GT entering EU ports (climate.ec.europa.eu, accessed on 10 December 2023).