Port carbon footprint accounting method and system based on real-time online data model

Abstract

The invention relates to the technical field of carbon footprint accounting, in particular to a port carbon footprint accounting method and system based on a real-time online data model. The method comprises the following steps that firstly, boundaries are selected in a display module, the boundaries comprise the first boundary, the second boundary and the third boundary, and container parameters are input after selection is completed; after container parameters are input, the energy consumption database of each link is called from the database of each link according to the selected boundary, the carbon emission of each link is obtained, and finally the sum of the carbon emission of each link of the container is obtained; and outputting total data of carbon emission of each link of the container in a display module. According to the port carbon footprint accounting method and system based on the real-time online data model, through different calculation methods of the first boundary, the second boundary and the third boundary, port managers can evaluate the carbon footprint more comprehensively, the influence on the environment is reduced, the counteracting effect of green plant activities on carbon emission is also considered, and the calculation efficiency of the port carbon footprint accounting system is improved. And energy-carbon comprehensive management and green low-carbon sustainable development are promoted.

Description

Technical Field

[0001] The present invention relates to the technical field of carbon footprint calculation, and in particular to a port carbon footprint calculation method and system based on a real-time online data model. Background Art

[0002] As global policies to combat climate change deepen, more and more international trade rules will include product life cycle carbon footprint as a necessary assessment indicator. The EU carbon border adjustment mechanism (i.e. carbon tariff) will begin trial operation on October 1, 2023, and the EU will become the world's first economy to impose "carbon tariffs"; the shipping industry included in the EU Emissions Trading System will enter the collection period from January 1, 2024. A high carbon footprint at any link in the supply chain will result in more carbon control costs for exported products.

[0003] In November 2023, No. 1529 of the National Development and Reform Commission proposed to encourage leading enterprises to establish a product carbon footprint management system based on the industry development level and their own actual situation, drive upstream and downstream enterprises to strengthen carbon footprint management, promote the overall green and low-carbon transformation of the supply chain, and encourage pilot projects.

[0004] Driven by national and industry policies, the pace of green and low-carbon development of my country's ports is accelerating, and measures such as electrification of port equipment and greening of port energy use are being implemented, and the carbon footprint of ports is continuously decreasing. The port provides carbon footprint accounting services for containers in the port, which can help product manufacturers, shipping companies and other customers cope with carbon taxes and cargo owners' needs, enrich the value-added service content of container terminals, create service value and improve the core competitiveness of terminals. At the same time, it can also provide basic data support for government departments to explore and carry out relevant carbon footprint management. However, traditional accounting methods may not take into account the specific emission factors of various equipment and activities, which makes it difficult to accurately assess the actual carbon footprint of each operation link. Specifically, it only focuses on direct emissions, ignores indirect emissions and emissions from upstream and downstream of the supply chain within the port, and does not include greening activities in carbon footprint accounting. Therefore, a port carbon footprint accounting method and system based on a real-time online data model is provided. Summary of the invention

[0005] The purpose of the present invention is to provide a port carbon footprint accounting method and system based on a real-time online data model to realize life cycle carbon footprint accounting from "gate" to "gate" to solve the problem of only focusing on direct emissions, ignoring indirect emissions and emissions from upstream and downstream of the supply chain within the port, and not incorporating greening activities into carbon footprint accounting.

[0006] To achieve the above object, the present invention provides a port carbon footprint calculation method based on a real-time online data model, comprising the following steps:

[0007] S1. First, select a boundary in the display module. The boundaries include boundary 1, boundary 2 and boundary 3. There are four situations for selecting a boundary. The first is to select boundary 1, the second is to select boundary 2, the third is to select boundary 3, and the fourth is to select multiple options. After the selection is completed, enter the container parameters;

[0008] S2. After inputting the container parameters, according to the selected boundary, the energy consumption database of each link is retrieved from the database of each link to obtain the carbon emissions of each link, and finally the sum of the carbon emissions of each link of the container is obtained. If boundary 1 is selected, the carbon footprint of the horizontal fuel transportation link plus the carbon footprint of the yard fuel equipment link plus the boundary 1 carbon footprint that needs to be evenly distributed among all containers in the port area is used to obtain the total boundary 1 carbon footprint, among which the boundary 1 carbon footprint that needs to be evenly distributed among all containers in the port area is equal to the carbon emissions of a single container of fossil fuels plus the emissions of a single container of fugitive sources;

[0009] Among them, the databases of each link include the container database of the quay crane link, the container database of the horizontal transportation link, the container database of the yard link and the container database of the flat-loading link;

[0010] S3. Output the total carbon emission data of each link of the container in the display module.

[0011] As a further improvement of the technical solution, in S2:

[0012] The boundary flattening process is divided into two cases according to the container type:

[0013] If the container is not a special container, the boundary carbon emissions of a single container are equal to the boundary emissions that all containers in the port area need to share;

[0014] If the container is a special container, the amortized boundary carbon emissions of a single special container are equal to the amortized carbon emissions of the horizontal transportation link of a single special container plus the amortized boundary emissions of all containers in the port area.

[0015] As a further improvement of the technical solution, the carbon footprint of the fuel horizontal transportation link and the yard equipment link obtains the consumed fuel and carbon dioxide data through a flow meter, liquid level meter, carbon balance tester or carbon dioxide collector installed on the fuel horizontal transportation equipment.

[0016] As a further improvement of the technical solution, all containers in the port area need to have an evenly distributed boundary carbon footprint, as follows:

[0017] Carbon emissions per tank of fossil fuels include gasoline emissions, diesel emissions, LNG emissions and acetylene emissions:

[0018]

[0019] in, is the carbon emission of fossil fuels in the i-th container; F j is the average amount of the jth fossil fuel; EFCO2 j is the CO2 emission coefficient of the jth fossil fuel; EFCH4 j is the CH4 emission factor of the jth fossil fuel; EFN2O j is the N2O emission coefficient of the jth fossil fuel; F j ={F1,F2,F3,F4,F j}; where F1 is the average amount of gasoline; F2 is the average amount of diesel; F3 is the average amount of LNG; F4 is the average amount of acetylene; F j is the amortized amount of the jth fossil fuel, GWPCH4 is the global warming potential of CH4 greenhouse gas; GWPN2O is the global warming potential of N2O greenhouse gas.

[0020] The single-box emission of fugitive sources includes fugitive emissions and domestic sewage emissions, as follows:

[0021]

[0022] in, is the carbon dioxide emission equivalent generated by the fugitive source of the i-th container; AD k is the filling amount of a single box of the kth emission source; EF k is the emission factor of the kth fugitive source; GWP k is the global warming potential of the greenhouse gas from the kth emission source;

[0023]

[0024] in, is the carbon dioxide emission equivalent corresponding to the methane produced by the domestic sewage septic tank of the i-th container; BOD is the total amount of organic matter in domestic sewage; C i is the amount of domestic sewage shared by the i-th container; EF is the emission factor of methane fugax from the sewage pool; R is the amount of methane recovery, and GWPCH4 is the global warming potential of CH4 greenhouse gas;

[0025] but:

[0026]

[0027] Among them, e m The boundary discharge is required to be evenly distributed among all containers in the port area.

[0028] As a further improvement of the technical solution, in S2, if Boundary 2 is selected, the carbon footprint of the quay crane link plus the carbon footprint of the electric equipment in the horizontal transportation link plus the carbon footprint of the electric equipment in the yard link plus the Boundary 2 carbon footprint that needs to be shared by all containers in the port area is used to obtain the total Boundary 2 carbon footprint, wherein the Boundary 2 carbon footprint that needs to be shared by all containers in the port area is equal to the carbon emissions of a single box of electricity used in the subsidiary production minus the emission reduction of a single box of green electricity;

[0029] The second boundary discharge that needs to be evenly distributed among all containers in the port area is divided into two cases according to the type of container:

[0030] If the container is a non-refrigerated container, the boundary carbon footprint of a single container is equal to the boundary carbon footprint of all containers in the port area.

[0031] If the container is a refrigerated container, the carbon footprint of the refrigerated container is equal to the carbon footprint of the refrigerated container stored in the yard plus the carbon footprint of the refrigerated container that needs to be shared by all containers in the port area.

[0032] As a further improvement of this technical solution, the boundary carbon footprint of all containers in the port area needs to be evenly distributed, as follows:

[0033] Carbon emissions per box of electricity used in subsidiary production and emission reduction per box of green electricity:

[0034]

[0035] in, E is the carbon emission of the electricity used for the auxiliary production of the i-th container; i is the average electricity consumption of the i-th container; EFCO2 is the electricity CO2 emission coefficient;

[0036]

[0037] in, E′ is the carbon reduction shared by the i-th container; i is the green electricity usage of the i-th container;

[0038] but:

[0039]

[0040] Among them, e e The border carbon footprint needs to be evenly distributed among all containers in the port area;

[0041] The carbon footprint of a single refrigerated container is:

[0042] The carbon footprint of a single reefer container stored in the yard plus the boundary carbon footprint that needs to be shared by all containers in the port area;

[0043]

[0044] in, Spread the carbon emissions of the reefer yard link for the i-th container; E 1h is the power consumption of the refrigerator in 1 hour; n is the number of refrigerators;

[0045] but:

[0046]

[0047] in, Flatten the boundary two carbon footprint for a single refrigerated container.

[0048] As a further improvement of the technical solution, in S2, if Boundary Three is selected, the Boundary Three carbon footprint that needs to be shared by all containers in the port area is obtained by adding the carbon footprint of a single container of the port tugboat plus the carbon footprint of a single container of the berthed ship plus the carbon footprint of a single container of the container truck outside the port minus the carbon sink of the greening single container.

[0049] As a further improvement of this technical solution, the boundary three carbon footprints that need to be evenly distributed among all containers in the port area are specifically:

[0050] Carbon footprint of a single container of a port tugboat:

[0051]

[0052] in, is the carbon emission generated by the port tugboat for the i-th container; P is the power of a single tugboat serving a certain berthing ship; T1 is the pushing time of the tugboat during the berthing process; T2 is the towing time of the tugboat during the berthing process; m is the number of tugboats serving a certain berthing ship; η is the diesel consumption rate of the ship's main engine; EFCH4 is the diesel CH4 emission coefficient; EFN2O is the diesel N2O emission coefficient.

[0053] The carbon footprint of a single container of a ship at port includes two situations:

[0054] Case 1 is that a ship uses auxiliary power supply during berthing. When the energy consumption of the ship cannot be directly obtained, it is calculated according to the following formula:

[0055]

[0056] in, is the carbon emission of the i-th container during the berthing period of the ship when the ship's auxiliary engine is used for power supply; T is the length of time the ship berths at the port; n0 is the number of containers loaded and unloaded at the port;

[0057] The second situation is that a ship uses shore power supply during berthing;

[0058]

[0059] in, is the carbon emission of the i-th container during the berthing period when the ship is powered by shore power; E ad The shore power usage of the berthing ship during the berthing period;

[0060] In the case where the energy consumption of container trucks outside the port cannot be directly obtained, the carbon footprint of a single container of container trucks outside the port is calculated according to the following formula:

[0061]

[0062] in, is the carbon emission generated by the container truck outside the port for the i-th container; F100 is the fuel consumption per 100 kilometers of the diesel container truck, and S1 is the operating distance of the container truck outside the port in the port;

[0063] Greening single box carbon sink:

[0064]

[0065] in, Carbon sink collected for the i-th container; E″ i is the carbon sink shared by the i-th container; F is the greening emission reduction coefficient;

[0066] but:

[0067]

[0068] Among them, e s The three-level carbon footprint of all containers in the port area needs to be evenly distributed.

[0069] As a further improvement of the present technical solution, in S2, if multiple boundary options are selected, the selected boundary option values ​​are added.

[0070] On the other hand, the present invention provides a port carbon footprint accounting system based on a real-time online data model, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement any one of the above-mentioned port carbon footprint accounting methods based on a real-time online data model.

[0071] Compared with the prior art, the present invention has the following beneficial effects:

[0072] In the port carbon footprint accounting method and system based on the real-time online data model, Boundary 1, Boundary 2 and Boundary 3 represent carbon footprint accounting within different ranges, gradually expanding from direct emissions within the port to wider activities inside and outside the port. Through the different calculation methods of these boundaries, port managers can evaluate the carbon footprint more comprehensively and take corresponding emission reduction measures to optimize operational efficiency and reduce the impact on the environment. They also consider the offsetting effect of green plant activities on carbon emissions to promote comprehensive management and sustainable development. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1 is a flow chart of the overall method of the present invention;

[0074] Figure 2 It is a flowchart of the overall system of the present invention. DETAILED DESCRIPTION

[0075] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0076] Embodiment 1:

[0077] See also Figure 1-Figure 2 As shown, this embodiment provides a port carbon footprint accounting method based on a real-time online data model, comprising the following steps:

[0078] S1. First, select a boundary in the display module. The boundaries include boundary 1, boundary 2 and boundary 3. There are four situations for selecting a boundary. The first is to select boundary 1, the second is to select boundary 2, the third is to select boundary 3, and the fourth is to select multiple options. After the selection is completed, enter the container parameters;

[0079] S2. After inputting the container parameters, according to the selected boundary, the energy consumption database of each link is retrieved from the database of each link to obtain the carbon emissions of each link, and finally the sum of the carbon emissions of each link of the container is obtained;

[0080] Among them, the databases of each link include the container database of the quay crane link, the container database of the horizontal transportation link, the container database of the yard link and the container database of the flat-loading link;

[0081] In S2, if Boundary 1 is selected, the carbon footprint of the horizontal fuel transportation link plus the carbon footprint of the fuel equipment link in the yard plus the carbon footprint of Boundary 1 that needs to be shared by all containers in the port area is used to obtain the total carbon footprint of Boundary 1, where the carbon footprint of Boundary 1 that needs to be shared by all containers in the port area is specifically:

[0082] The boundary carbon footprint that needs to be evenly distributed among all containers in the port area is equal to the carbon emissions per container of fossil fuels plus the emissions per container of fugitive sources;

[0083] The boundary flattening process is divided into two cases according to the container type:

[0084] If the container is not a special container: the carbon emissions of a single container are equal to the carbon emissions of all containers in the port area;

[0085] If the container is a special container: the amortized boundary carbon emissions of a special container are equal to the amortized carbon emissions of the special container in the horizontal transportation link plus the amortized boundary emissions of all containers in the port area;

[0086] The carbon footprint of the fuel horizontal transportation link and the yard equipment link is obtained by obtaining the consumed fuel and carbon dioxide data through the flow meter, liquid level meter, carbon balance tester or carbon dioxide collector installed on the fuel horizontal transportation equipment.

[0087] Flow meters are used to monitor the flow rate of fuel in real time, which helps to accurately calculate the amount of fuel consumed in a specific time; by continuously monitoring fuel consumption, the basic data for carbon footprint calculation can be ensured to be more accurate and reliable; level meters are used to detect the fuel level in the fuel storage container. When the fuel level is lower than the predetermined threshold, the level meter can sound an alarm to remind the staff to replenish the fuel in time; the carbon balance tester estimates the resulting carbon dioxide emissions based on fuel consumption; this tester can monitor and record carbon emission data in real time, which helps to instantly understand changes in carbon footprint.

[0088] Fossil fuels include gasoline, diesel, LNG consumption and maintenance acetylene for official vehicles, outsourced large-box transport vehicles, and outsourced maintenance vehicles. Among them, outsourced large-box transport vehicles are used for the horizontal transportation of special containers;

[0089] Fossil fuel data can be collected on an annual or monthly basis:

[0090] Table 1 Amount of oil, LNG and acetylene

[0091]

[0092] Carbon emissions per tank of fossil fuels include gasoline emissions, diesel emissions, LNG emissions and acetylene emissions, as follows:

[0093]

[0094] in, is the carbon emission of fossil fuels in the i-th container; F j is the average amount of the jth fossil fuel; EFCO2 jis the CO2 emission coefficient of the jth fossil fuel; EFCH4 j is the CH4 emission factor of the jth fossil fuel; EFN2O j is the N2O emission coefficient of the jth fossil fuel; F j ={F1,F2,F3,F4,F j}; where F1 is the average amount of gasoline; F2 is the average amount of diesel; F3 is the average amount of LNG; F4 is the average amount of acetylene; F j is the amortized amount of the jth fossil fuel. GWPCH4 is the global warming potential of CH4 greenhouse gas; GWPN2O is the global warming potential of N2O greenhouse gas. These values ​​are used to convert methane and nitrous oxide emissions into carbon dioxide equivalent emissions.

[0095] This formula can accurately calculate the carbon emissions of each container due to the use of fossil fuels. Based on the calculation results, it can be determined which types of fuel contribute the most to the carbon footprint, so that targeted emission reduction measures can be taken. By identifying high-emission links, ports can take measures to reduce carbon emissions in these links, such as replacing more efficient equipment or using alternative fuels.

[0096] The fugitive source data are collected annually. The single-box emissions of fugitive sources include fugitive emissions and domestic sewage emissions, as follows:

[0097] Table 2 Amortized Emissions

[0098] Some emission source types <![CDATA[Single - box flat quantity AD k (kg / TEU)]]> Fire extinguisher CO2 <![CDATA[AD1]]> R22 <![CDATA[AD2]]> R32 <![CDATA[AD3]]> R410A <![CDATA[AD4]]>

[0099] The emission sources include CO2 fire extinguishers and air conditioning refrigerants. The greenhouse gas emissions generated by the emission are allocated as follows:

[0100]

[0101] in, is the carbon dioxide emission equivalent generated by the fugitive source of the i-th container; AD k is the filling amount of a single box of the kth emission source; EF k is the emission factor of the kth fugitive source; GWP k is the global warming potential of the greenhouse gas from the kth emission source;

[0102] Table 3: Average amount of domestic sewage

[0103]

[0104] The calculation formula for the carbon dioxide equivalent of methane emissions from domestic sewage is as follows:

[0105]

[0106] in, is the carbon dioxide emission equivalent corresponding to the methane produced by the domestic sewage septic tank of the i-th container; BOD is the total amount of organic matter in domestic sewage, the unit is kg BOD / year, and BOD is calculated based on the annual domestic sewage volume (unit m 3 )*The average value of the five-day biochemical oxygen demand product coefficient is calculated, and the value is 238×10 -6 t / m 3 (Second National Pollution Source Census: Check local data in the "Handbook of Pollution Emission Coefficients of Urban Living Sources") to make an estimate; C i is the amount of domestic sewage distributed to the i-th container; EF is the emission factor of methane emission from the sewage pool, EF = B O ×MCF; where B O is the maximum methane production capacity, B O The value is 0.6, unit: tCH4 / tBOD; MCF is the methane correction factor, the value is 0.8; R is the methane recovery amount, GWPCH4 is the global warming potential of CH4 greenhouse gas;

[0107] By calculating the amount of methane emissions from domestic sewage, the impact of this emission on the overall carbon footprint can be assessed. Ports can then take measures to optimize the sewage treatment process, such as increasing the methane recovery rate or adopting more efficient treatment technology. They can also take measures to reduce methane emissions, such as installing methane capture systems or converting organic matter in sewage into renewable energy such as biogas.

[0108] but:

[0109]

[0110] Among them, e m The boundary discharge is required to be evenly distributed among all containers in the port area;

[0111] In S2, if Boundary 2 is selected, the total Boundary 2 carbon footprint is obtained by adding the carbon footprint of the quay crane link plus the carbon footprint of the electric equipment in the horizontal transportation link plus the carbon footprint of the electric equipment in the yard link plus the Boundary 2 carbon footprint that needs to be shared by all containers in the port area. The Boundary 2 carbon footprint that needs to be shared by all containers in the port area is specifically:

[0112] The boundary II carbon footprint that needs to be shared by all containers in the port area is equal to the carbon emissions per container of ancillary production electricity minus the emission reduction per container of green electricity;

[0113] The second boundary discharge that needs to be evenly distributed among all containers in the port area is divided into two cases according to the type of container:

[0114] If the container is not a refrigerated container: the boundary carbon footprint of a single container is equal to the boundary carbon footprint of all containers in the port area;

[0115] If the container is a refrigerated container: the carbon footprint of the refrigerated container is equal to the carbon footprint of the refrigerated container stored in the yard plus the carbon footprint of the refrigerated container in the port area.

[0116] The carbon footprint data collection and acquisition methods for quay cranes, electric horizontal transport equipment, and yard cranes: The first method is to directly obtain the power data of each natural box when conditions permit, and obtain the power data through the three types of electric equipment through the smart sensors installed on the equipment; the second method is to decompose the power data of each natural box based on the data obtained over a period of time (such as 1 hour).

[0117] The carbon emissions per box of subsidiary production electricity and the emission reduction per box of green electricity are as follows:

[0118] The amortized items include the following options: yard lighting, auxiliary production electricity (machine room electricity, other auxiliary electricity), and ancillary production energy electricity. The data on high pole lights, auxiliary (except cold storage boxes) and ancillary production electricity are collected monthly.

[0119] Table 4 Calculation of average electricity consumption and average carbon emissions per box

[0120]

[0121]

[0122] In the above table:

[0123]

[0124] in, E is the carbon emission of the electricity used for the auxiliary production of the i-th container; i is the average electricity consumption of the i-th container; EFCO2 is the electricity CO2 emission coefficient;

[0125] Green electricity data is collected on a monthly basis;

[0126] Table 5 Green electricity consumption and emission reduction per box

[0127]

[0128]

[0129] In the above table:

[0130]

[0131] in, E′ is the carbon reduction shared by the i-th container; i is the green electricity usage of the i-th container;

[0132] but:

[0133]

[0134] Among them, e e The border carbon footprint needs to be evenly distributed among all containers in the port area;

[0135] The carbon footprint of a single refrigerated container is as follows:

[0136] The carbon footprint of a single reefer container stored in the yard plus the boundary carbon footprint that needs to be shared by all containers in the port area;

[0137]

[0138] in, Spread the carbon emissions of the reefer yard link for the i-th container; E 1h is the power consumption of the refrigerator in 1 hour; n is the number of refrigerators;

[0139] but:

[0140]

[0141] in, Flatten the boundary two carbon footprint for each reefer container;

[0142] In S2, if Boundary 3 is selected, the carbon footprint of each container of the port tugboat plus the carbon footprint of each container of the berthed ship plus the carbon footprint of each container of the container truck outside the port minus the carbon sink of each container of greening is used to obtain the carbon footprint of Boundary 3 that needs to be shared by all containers in the port area;

[0143] Among them, port tugboats are ships used to assist ships in entering and leaving ports. Their single-container carbon footprint refers to the carbon emissions generated by fuel consumption during each tugboat operation, which is allocated to each container; berthed ships will continue to consume fuel while berthing, for example, to maintain the operation of onboard equipment or power supply needs. The single-container carbon footprint of berthed ships refers to the portion of this carbon emissions allocated to each container; port container trucks refer to trucks responsible for transporting containers from ports to inland or in the opposite direction. The single-container carbon footprint of port container trucks refers to the carbon emissions generated by these trucks due to fuel consumption during transportation, which is allocated to each container; greening single-container carbon sinks refer to the absorption of carbon dioxide through afforestation, greening, etc., so as to offset the carbon emissions generated during port operations, which is allocated to each container.

[0144] The three boundary carbon footprints that need to be shared by all containers in the port area are as follows:

[0145] Since the electric tugboat does not use the electricity of the port, the carbon footprint generated by the electric tugboat for a single container is calculated as 0. This embodiment only apportions the carbon footprint generated by the diesel tugboat service for a single container during the berthing and unberthing process of the berthing ship.

[0146] Carbon footprint of a single container of a port tugboat:

[0147]

[0148] in, is the carbon emission generated by the port tugboat for the i-th container; P is the power of a single tugboat serving a certain berthing ship; T1 is the tugboat pushing time during the berthing process; T2 is the tugboat towing time during the berthing process; m is the number of tugboats serving a certain berthing ship; η is the diesel consumption rate of the ship's main engine; EFCH4 is the diesel CH4 emission coefficient; EFN2O is the diesel N2O emission coefficient;

[0149] Instructions for obtaining the main data:

[0150] Considering that the berthing and unberthing of ships by tugboats in port are basically prescribed actions, the number and power of tugboats required for ships of different tonnages are different. It is recommended to simplify the process as follows:

[0151] (1) The power P of a single tugboat can be taken as the average power of all the tugboats in service;

[0152] (2) T1+T2 can be obtained from the empirical data of the tugboat assisting the ship in berthing and unberthing;

[0153] Table 6 Recommended values

[0154]

[0155] Furthermore, the carbon footprint of a single container of a ship at port includes two situations:

[0156] Case 1 is that a ship uses auxiliary power supply during berthing. When the energy consumption of the ship cannot be directly obtained, it is calculated according to the following formula:

[0157]

[0158] in, is the carbon emission of the i-th container during the berthing period of the ship when the ship's auxiliary engine is used for power supply; T is the length of time the ship berths at the port; n0 is the number of containers loaded and unloaded at the port;

[0159] The main data are obtained using the recommended values ​​from experience:

[0160] Recommended values: According to the ship tonnage, the recommended values ​​of power and docking time are as follows:

[0161] Table 7 Recommended values

[0162] Ship tonnage Power, kW Stop time (h) ≧200,000 tons ≧3000 T1 100,000-150,000 tons 2000-2500 T2 50,000-100,000 tons 1000-2000 T3 10,000-50,000 tons 500-1000 T4 ≦10,000 tons ≦500 T5

[0163] The second situation is that a ship uses shore power supply during berthing;

[0164]

[0165] in, is the carbon emission of the i-th container during the berthing period when the ship is powered by shore power; E ad The shore power usage of the berthing ship during the berthing period;

[0166] In the case where the energy consumption of container trucks outside the port cannot be directly obtained, the carbon footprint of a single container of container trucks outside the port is calculated according to the following formula:

[0167]

[0168] in, is the carbon emission generated by the container truck outside the port for the i-th container; F100 is the fuel consumption of diesel container trucks per 100 kilometers. The empty load of container trucks outside the port in the port area is about 8 tons, the full load is about 40 tons, and the average is about 25 tons. According to the special survey of national highway and waterway traffic, the fuel consumption of 20 tons and above (diesel) trucks per 100 kilometers is 35L / km, and the value can be 35L / km; 0.84 is the diesel density conversion coefficient; S1 is the operating distance of container trucks outside the port in the port. It is estimated that the average operating distance of container trucks outside the port in the port is not S1km. According to the actual value, if there is no value, it is 1.8km;

[0169] Greening single box carbon sink:

[0170]

[0171] in, Carbon sink collected for the i-th container; E″ i is the carbon sink shared by the i-th container; F is the greening emission reduction coefficient;

[0172] In summary, Boundary 1 focuses on direct emissions within the port, including the carbon footprint of fuel level transportation and yard equipment. Boundary 1 helps assess the carbon emissions generated by activities directly related to operations within the port. Through monitoring and accounting, high-emission equipment or links can be identified so that targeted emission reduction measures can be taken.

[0173] Boundary 2 covers more activities within the port, including quay cranes, horizontal transportation, storage yards and other links, as well as indirect emissions within the port area. It covers more internal port activities and can more comprehensively assess the carbon footprint of port operations. By calculating the emission reduction of green electricity, it encourages the use of clean energy and optimizes the energy structure.

[0174] Boundary 3 extends to activities outside the port, including emissions from port tugboats, berthed ships and truck fleets outside the port, while taking into account the carbon sink effect brought about by greening activities. By incorporating activities outside the port, it provides an overview of the carbon footprint of the entire logistics chain, expanding the scope of emission reduction. At the same time, it takes into account the offsetting effect of greening activities on carbon emissions, promoting integrated management and sustainable development.

[0175] Boundary 1, Boundary 2 and Boundary 3 represent different scopes of carbon footprint accounting, which gradually expand from direct emissions within the port to wider activities inside and outside the port. Through the different calculation methods of these boundaries, port managers can more comprehensively evaluate carbon footprint and take corresponding emission reduction measures to optimize operational efficiency and reduce environmental impact.

[0176] In S2, if multiple boundary options are selected, the values ​​of the selected boundary options are added together. For example, if boundary 1 and boundary 2 are selected, the carbon footprint of boundary 1 that needs to be shared by all containers in the port area and the carbon footprint of boundary 2 that needs to be shared by all containers in the port area are added together to obtain the final carbon emission value.

[0177] S3. Output the total carbon emission data of each link of the container in the display module.

[0178] Embodiment 2:

[0179] This embodiment provides a port carbon footprint accounting system based on a real-time online data model, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement any one of the above-mentioned port carbon footprint accounting methods based on a real-time online data model.

[0180] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments, and the above embodiments and descriptions are only preferred examples of the present invention, and are not intended to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements all fall within the scope of the present invention to be protected.

Claims

1. A port carbon footprint calculation method based on a real-time online data model, characterized in that: The following steps are involved: S1. First, select a boundary in the display module. The boundaries include boundary 1, boundary 2 and boundary 3. There are four situations for selecting a boundary. The first is to select boundary 1, the second is to select boundary 2, the third is to select boundary 3, and the fourth is to select multiple options. After the selection is completed, enter the container parameters; S2. After inputting the container parameters, according to the selected boundary, the energy consumption database of each link is retrieved from the database of each link to obtain the carbon emissions of each link, and finally the sum of the carbon emissions of each link of the container is obtained. If boundary 1 is selected, the carbon footprint of the horizontal fuel transportation link plus the carbon footprint of the yard fuel equipment link plus the boundary 1 carbon footprint that needs to be evenly distributed among all containers in the port area is used to obtain the total boundary 1 carbon footprint, among which the boundary 1 carbon footprint that needs to be evenly distributed among all containers in the port area is equal to the carbon emissions of a single container of fossil fuels plus the emissions of a single container of fugitive sources; Among them, the databases of each link include the container database of the quay crane link, the container database of the horizontal transportation link, the container database of the yard link and the container database of the flat-loading link; S3. Output the total carbon emission data of each link of the container in the display module.

2. The port carbon footprint calculation method based on the real-time online data model according to claim 1 is characterized in that: In said S2; The boundary flattening process is divided into two cases according to the container type: If the container is not a special container, the boundary carbon emissions of a single container are equal to the boundary emissions that all containers in the port area need to share; If the container is a special container, the amortized boundary carbon emissions of a single special container are equal to the amortized carbon emissions of the horizontal transportation link of a single special container plus the amortized boundary emissions of all containers in the port area.

3. The port carbon footprint calculation method based on the real-time online data model according to claim 2 is characterized in that: The carbon footprint of the fuel horizontal transportation link and the yard equipment link is obtained by obtaining the consumed fuel and carbon dioxide data through a flow meter, liquid level meter, carbon balance tester or carbon dioxide collector installed on the fuel horizontal transportation equipment.

4. The port carbon footprint calculation method based on the real-time online data model according to claim 3 is characterized in that: All containers in the port area need to share the boundary carbon footprint, as follows: Carbon emissions from a single tank of fossil fuels include gasoline emissions, diesel emissions, LNG emissions, and acetylene emissions: in, is the carbon emission of fossil fuels in the i-th container; F j is the average amount of the jth fossil fuel; EFCO2 j is the CO2 emission coefficient of the jth fossil fuel; EFCH4 j is the CH4 emission factor of the jth fossil fuel; EFN2O j is the N2O emission coefficient of the jth fossil fuel; F j ={F1,F2,F3,F4,F j }; where F1 is the average amount of gasoline; F2 is the average amount of diesel; F3 is the average amount of LNG; F4 is the average amount of acetylene; F j is the amortized amount of the jth fossil fuel; GWPCH4 is the global warming potential of CH4 greenhouse gas; GWPN2O is the global warming potential of N2O greenhouse gas; The single-box emission of fugitive sources includes fugitive emissions and domestic sewage emissions, as follows: in, is the carbon dioxide emission equivalent generated by the fugitive source of the i-th container; AD k is the single box filling amount of the kth emission source; EF k is the emission factor of the kth fugitive source; GWP k is the global warming potential of the greenhouse gas from the kth emission source; in, is the carbon dioxide emission equivalent corresponding to the methane produced by the domestic sewage septic tank of the i-th container; BOD is the total amount of organic matter in domestic sewage; C i is the amount of domestic sewage shared by the i-th container; EF is the emission factor of methane fugax from the sewage pool; R is the amount of methane recovery; GWPCH4 is the global warming potential of CH4 greenhouse gas; but: Among them, e m The boundary discharge is required to be evenly distributed among all containers in the port area.

5. The port carbon footprint calculation method based on the real-time online data model according to claim 4 is characterized in that: In S2, if Boundary 2 is selected, the total Boundary 2 carbon footprint is obtained by adding the carbon footprint of the quay crane link plus the carbon footprint of the electric equipment in the horizontal transportation link plus the carbon footprint of the electric equipment in the yard link plus the Boundary 2 carbon footprint that needs to be shared by all containers in the port area, where the Boundary 2 carbon footprint that needs to be shared by all containers in the port area is equal to the carbon emissions of the auxiliary production electricity per box minus the emission reduction of the green electricity per box; The second boundary discharge that needs to be evenly distributed among all containers in the port area is divided into two cases according to the type of container: If the container is a non-refrigerated container, the boundary carbon footprint of a single container is equal to the boundary carbon footprint of all containers in the port area. If the container is a refrigerated container, the carbon footprint of the refrigerated container is equal to the carbon footprint of the refrigerated container stored in the yard plus the carbon footprint of the refrigerated container that needs to be shared by all containers in the port area.

6. The port carbon footprint calculation method based on real-time online data model according to claim 5 is characterized in that: The boundary II carbon footprint that needs to be shared by all containers in the port area is as follows: Carbon emissions per box of electricity used in subsidiary production and emission reduction per box of green electricity: in, E is the carbon emission of the electricity used for the auxiliary production of the i-th container; i is the average electricity consumption of the i-th container; EFCO2 is the electricity CO2 emission coefficient; in, E′ is the carbon reduction shared by the i-th container; i is the green electricity usage of the i-th container; but: Among them, e e The border carbon footprint needs to be evenly distributed among all containers in the port area; The carbon footprint of a single refrigerated container is: The carbon footprint of a single reefer container stored in the yard plus the boundary carbon footprint that needs to be shared by all containers in the port area; in, Spread the carbon emissions of the reefer yard link for the i-th container; E 1h is the power consumption of the refrigerator in 1 hour; n is the number of refrigerators; but: in, Flatten the boundary two carbon footprint for a single refrigerated container.

7. The port carbon footprint calculation method based on real-time online data model according to claim 6 is characterized in that: In S2, if Boundary 3 is selected, the Boundary 3 carbon footprint that needs to be shared by all containers in the port area is obtained by adding the carbon footprint of a single container of the port tugboat plus the carbon footprint of a single container of the berthed ship plus the carbon footprint of a single container of the container truck outside the port minus the carbon sink of the greening single container.

8. The port carbon footprint calculation method based on real-time online data model according to claim 7 is characterized in that: The three boundary carbon footprints that need to be shared by all containers in the port area are as follows: Carbon footprint of a single container of a port tugboat: in, is the carbon emission generated by the port tugboat for the i-th container; P is the power of a single tugboat serving a certain berthing ship; T1 is the tugboat pushing time during the berthing process; T2 is the tugboat towing time during the berthing process; m is the number of tugboats serving a certain berthing ship; η is the diesel consumption rate of the ship's main engine; EFCH4 is the diesel CH4 emission coefficient; EFN2O is the diesel N2O emission coefficient; The carbon footprint of a single container of a ship at port includes two situations: Case 1 is that a ship uses auxiliary power supply during berthing. When the energy consumption of the ship cannot be directly obtained, it is calculated according to the following formula: in, is the carbon emission of the i-th container during the berthing period of the ship when the ship's auxiliary engine is used for power supply; T is the length of time the ship berths at the port; n0 is the number of containers loaded and unloaded at the port; The second situation is that a ship uses shore power supply during berthing; in, is the carbon emission of the i-th container during the berthing period when the ship is powered by shore power; E ad The shore power usage of the berthing ship during the berthing period; In the case where the energy consumption of container trucks outside the port cannot be directly obtained, the carbon footprint of a single container of container trucks outside the port is calculated according to the following formula: in, is the carbon emission generated by the container truck outside the port for the i-th container; F100 is the fuel consumption per 100 kilometers of the diesel container truck, and S1 is the operating distance of the container truck outside the port in the port; Greening single box carbon sink: in, Carbon sink collected for the i-th container; E″ i is the carbon sink shared by the i-th container; F is the greening emission reduction coefficient; but: Among them, e s The three-level carbon footprint of all containers in the port area needs to be evenly distributed.

9. The port carbon footprint calculation method based on real-time online data model according to claim 8 is characterized in that: In S2, if multiple boundary options are selected, the values ​​of the selected boundary options are added.

10. A port carbon footprint accounting system based on a real-time online data model, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: The processor executes a computer program to implement the port carbon footprint calculation method based on a real-time online data model as described in any one of claims 1 to 9.

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