Method for calculating greenhouse gas emission reduction of an electric container ship

Abstract

The present application relates to the field of electric ship emission reduction calculation, and particularly relates to a kind of electric container ship greenhouse gas emission reduction amount calculation method, comprising: S1, according to the electric container ship to be studied, determine baseline container ship and collect data;S2, respectively to target ship and baseline container ship, calculate the cargo turnover of each said outward voyage, weighted average load rate;S3, respectively to target ship and each baseline container ship respective said weighted average load rate and said unit emission amount are fitted, obtain fitting equation;S4, according to fitting equation calculation unit emission characteristic value and baseline value;S5, according to target ship unit emission characteristic value and baseline value calculation target ship emission reduction amount and emission reduction proportion.The present application sets baseline container ship and uses fitting algorithm to calculate baseline value and uses the method of weighted average load rate to solve the problem of greenhouse gas emission reduction amount quantification in electric container ship transportation activities.

Description

Technical Field

[0001] This invention relates to the field of emission reduction calculation for electric ships, and specifically to a method for calculating greenhouse gas emission reductions of electric container ships. Background Technology

[0002] Currently, greenhouse gas emissions accounting in the shipping industry primarily focuses on emissions from fossil fuel use during the shipping process of conventional fuel container ships. Given the complexity of their lifecycles, emissions accounting generally quantifies the fossil fuel use process using the emission factor method: Emissions = Activity Level Data * Emission Factor * GWP. However, the shipping industry's emissions reduction quantification only uses the following formula: Project Emission Reduction = Baseline Emissions Set for the Project - Emissions from Project Activities. Since electric container ships are currently less common in the shipping industry, a quantitative calculation method for electric container ships is still lacking. Summary of the Invention

[0003] To address the lack of quantitative calculation methods for greenhouse gas emission reductions from electric container ships, this invention proposes a method for calculating greenhouse gas emission reductions from electric container ships, which effectively solves the problem of quantitative calculation of greenhouse gas emission reductions in electric container ship transportation activities.

[0004] The technical solution of this invention is:

[0005] A method for calculating greenhouse gas emission reductions of electric container ships includes:

[0006] S1. Based on the electric container ship to be studied, determine the baseline container ship and collect data: determine an electric container ship to be studied as the target ship, and the unit emissions of its transportation activities as the target ship emissions. The baseline container ship is one or more conventional fuel container ships with the same route as the target ship and similar design TEU loading capacity. The average unit emissions of the transportation activities of the baseline container ship are the baseline emissions. The similar design TEU loading capacity means that the design TEU loading capacity of the baseline container ship is within ±50% of the design TEU loading capacity of the target ship.

[0007] The designed load capacity (TEU) can be replaced with the designed deadweight ton, and the load capacity can be measured in tons. Tons should also be used as the unit of measurement for the actual transport volume of the goods. When the actual weight of the container cargo is unavailable, and tons are used as the unit of measurement for the actual transport volume, one heavy-load standard container is equivalent to 10 tons, and one empty standard container is equivalent to 2 tons.

[0008] Data on the design TEU load capacity, route distance, and outbound voyage transportation process of the target vessel and the baseline container ship were collected separately. The outbound voyage transportation process data included: actual cargo volume, actual cargo transportation distance, electricity consumption of the target vessel, fossil fuel consumption of the target vessel, and fossil fuel consumption of the baseline container ship.

[0009] S2, for the target ship and the baseline container ship respectively, calculate the cargo turnover for each outbound voyage based on the data collected in S1. The unit of the cargo turnover is TEU·km, that is, the cargo turnover is the carrying capacity calculated in a uniform container volume unit multiplied by the transportation distance.

[0010] S21, Calculate the cargo turnover for each outbound voyage based on the actual cargo transport volume and the actual cargo transport distance:

[0011] Cargo turnover = ∑(actual cargo volume transported × actual cargo transport distance);

[0012] S22, calculate the weighted average load factor for each outbound voyage based on the cargo turnover, the designed TEU loading capacity, and the route distance;

[0013] Weighted average load factor = Cargo turnover / (Designed TEU load capacity × Route distance);

[0014] S23, Calculate the greenhouse gas emissions of the target ship and baseline container ship for each outbound voyage based on the electricity consumption, fossil energy consumption, and cargo turnover, according to the relevant emission coefficients published by the competent authorities:

[0015] Greenhouse gas emissions = Energy consumption × Energy emission factor

[0016] The target vessel is powered by electricity and fossil fuels, while the baseline container ship is powered by fossil fuels.

[0017] S24, Calculate the greenhouse gas emissions per unit turnover for each outbound voyage based on the greenhouse gas emissions and the cargo turnover, i.e., the unit emissions:

[0018] Unit emissions = Greenhouse gas emissions / Cargo turnover;

[0019] S3, perform linear fitting on the weighted average load factor and unit emission of the target ship and each of the baseline container ships respectively, and remove data with obvious deviations to obtain the fitting equations of the target ship and each of the baseline container ships respectively.

[0020] S4. Based on the fitting equation of the target ship, calculate the unit emission when the weighted average load rate is 75%, and use it as the unit emission characterization value of the target ship.

[0021] Based on the fitting equation of each of the baseline container ships, the unit emission at a weighted average load factor of 75% is calculated and used as the unit emission characterization value of each of the baseline container ships.

[0022] Calculate the average unit emission characterization value of each of the aforementioned baseline container ships, and use it as the baseline value;

[0023] S5. The unit emission reduction of the target ship is obtained by calculating the difference between the unit emission characterization value of the target ship and the baseline value; the unit emission reduction ratio of the target ship is calculated by calculating the ratio between the unit emission characterization value of the target ship and the baseline value.

[0024] The formula for calculating the unit emission reduction of the target ship is as follows:

[0025] Unit emission reduction of the target ship = Unit emission characterization value of the target ship - Baseline value

[0026] The formula for calculating the emission reduction ratio per unit of the target vessel is as follows:

[0027] The target ship's unit emission reduction ratio = 1 - (the target ship's unit emission characterization value / baseline value).

[0028] This invention proposes a method for calculating the greenhouse gas emission reduction of electric container ships. By comparing the emissions of electric container ships with a baseline value based on the emissions of conventional fuel container ships, the method quantifies the greenhouse gas emission reduction and its proportion in transportation activities compared to conventional fuel container ships. Specifically, one or more conventional fuel container ships with similar voyages and design TEU capacities to the electric container ship used as the benchmark are selected as benchmark ships. A weighted average load factor, considering both the ratio of the number of TEUs loaded in the voyage to the design TEU capacity and the cargo transportation distance, is used to quantify the unit emissions of both the benchmark ship and the benchmark ship. Then, the weighted average load factor and unit emissions of both the benchmark ship and the benchmark ship are fitted to obtain fitting equations. Combined with the average load factor in practice, emission characterization values ​​are obtained. The average of the emission characterization values ​​of multiple benchmark container ships is taken as the baseline value, excluding the benchmark... This invention addresses the impact of differences in container ship lines, thereby calculating the emission reduction of the target ship. Specifically, when determining the baseline emission value for the project, this invention does not simply use the aggregated average of conventional fuel container ships as a reference. Instead, it uses a fitted equation for one or more conventional fuel container ships, combined with the average load rate in practice, to obtain the emission value under that average load rate as the unit emission characterization value. This value is then averaged to obtain the baseline value. Thus, although the calculation of emission reduction for electric container ships considers the primarily influential container loading capacity and transport distance, rather than all influencing parameters, the above method can effectively calculate the emission reduction of electric container ships relative to conventional fuel container ships. Attached Figure Description

[0029] Figure 1 This is a flowchart illustrating a method for calculating greenhouse gas emission reductions for electric container ships.

[0030] Figure 2 The fitted trend line is the weighted average load factor minus the unit emissions of container ship A, which serves as the baseline.

[0031] Figure 3 The fitted trend line is the weighted average load factor minus the unit emissions of container ship B, which serves as the baseline.

[0032] Figure 4 The fitted trend line is the weighted average load factor minus the unit emissions of container ship C, which serves as the baseline.

[0033] Figure 5 The fitted trend line is the weighted average load factor minus the unit emissions of the target vessel. Detailed Implementation

[0034] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0035] A method for calculating greenhouse gas emission reductions of electric container ships, the flowchart of which is shown below. Figure 1 As shown, it includes:

[0036] S1. Based on the electric container ship to be studied, determine the baseline container ship and collect data: determine an electric container ship to be studied as the target ship, and its unit emissions from transportation activities as the target ship emissions. The baseline container ship is one or more conventional fuel container ships with the same route as the target ship and similar design TEU loading capacity. The average unit emissions from transportation activities of the baseline container ship are the baseline emissions. Collect data on the design TEU loading capacity, route distance, and outbound voyage transportation process of the target ship and the baseline container ship during the empirical study period.

[0037] The optimal baseline container ship is a conventionally fueled container ship with the same route and design parameters as the benchmark vessel. However, since no conventionally fueled container ship exists in reality with exactly the same route and design parameters as the benchmark vessel, the selection criteria for the baseline container ship are set as follows: a conventionally fueled container ship with the same route as the benchmark vessel and a similar design TEU capacity. "Similar design TEU capacity" means that the baseline container ship's design TEU capacity is within ±50% of the benchmark vessel's design TEU capacity.

[0038] In actual transportation, the unit of measurement for transportation volume is mainly TEU. Therefore, in this embodiment, the designed TEU loading capacity is selected, and the actual transportation volume of goods is also measured in TEU.

[0039] In this embodiment, the target vessel has a design TEU capacity of 654. Based on the selection criteria for baseline container ships, three conventional fuel container ships were selected as baseline container ships, named A, B, and C respectively. The information of the baseline container ships is shown in Table 1.

[0040] Table 1 Baseline Container Ship Information

[0041]

[0042] The data during the outbound voyage transportation process includes: actual cargo volume, actual cargo transportation distance, electricity consumption of the target vessel, and fossil fuel consumption of the baseline container ship.

[0043] Optionally, the design deadweight tonnage can be used instead of the design TEU loading capacity, and the loading capacity can be calculated in tons, while tons are used as the unit of measurement for the actual cargo transport volume. Referring to the "Regulations on the Management of Ship Energy Consumption Data and Carbon Intensity", when the actual weight of the container cargo cannot be obtained, a heavy-load standard container is calculated as 10 tons, and an empty standard container is calculated as 2 tons to determine the load capacity.

[0044] When calculating the energy consumption of the target vessel, energy consumption during transportation and when berthing at shore power is taken into account. For the target vessel, electricity consumption and fuel consumption by backup engines under special conditions are considered; for the baseline container ship, only fossil fuel consumption is considered.

[0045] S2, for both the target vessel and the baseline container ship, based on the data collected in S1, calculate the cargo turnover for each outbound voyage. The unit of cargo turnover is TEU·km, which is the carrying capacity in a uniform container volume unit multiplied by the transport distance. Based on the cargo turnover, the designed TEU loading capacity, and the route distance, calculate the weighted average load rate for each outbound voyage. Based on the electricity consumption, the fossil fuel consumption, and the cargo turnover, calculate the unit emissions for each outbound voyage.

[0046] When considering cargo load conditions, it is necessary to take into account not only the ratio of the number of TEUs loaded in the voyage to the designed TEU load capacity, but also the distance the cargo is transported. This is because cargo is not always loaded at the port of departure, but may be loaded at other ports along the route, which will lead to different cargo transportation distances and thus changes in emissions.

[0047] Specifically, this includes S21, calculating the cargo turnover for each outbound voyage based on the actual cargo transport volume and the actual cargo transport distance:

[0048] Cargo turnover = ∑(actual cargo volume transported × actual cargo transport distance);

[0049] S22, calculate the weighted average load factor for each outbound voyage based on the cargo turnover, the designed TEU loading capacity, and the route distance:

[0050] Weighted average load factor = Cargo turnover / (Designed TEU load capacity × Route distance);

[0051] Based on the electricity consumption, fossil fuel consumption, and cargo turnover, the unit emissions of each target ship and baseline container ship for each outbound voyage are calculated according to the relevant emission coefficients published by the competent authorities.

[0052] S23, based on the target ship's electricity consumption and the baseline container ship's fossil fuel consumption, calculate the greenhouse gas emissions for each outbound voyage using the emission factor method:

[0053] Greenhouse gas emissions = Energy consumption × Energy emission factor

[0054] The target ship is powered by electricity, while the baseline container ship is powered by fossil fuels.

[0055] The emission coefficient refers to the coefficient for converting activity level data into greenhouse gas emissions, that is, the emission value per unit of activity. In this embodiment, since the emissions of other greenhouse gases are significantly less than the emissions of carbon dioxide, only the emissions of carbon dioxide are used as the greenhouse gas emissions.

[0056] When calculating the emissions of baseline container ships, only emissions during the fossil fuel use process are considered, excluding the total lifecycle emissions of fossil fuels. The emission coefficient used in diesel consumption emissions calculations references the parameters published by the relevant authorities, specifically the carbon emission coefficient in the "Guidelines for Calculation and Verification of Energy Efficiency Design Index (EEDI) for Inland Waterway Vessels" (2022), which is 3.206 tCO2 / t, meaning that each ton of diesel fuel combustion produces 3.206 tons of CO2 emissions. This data is calculated based on the calorific value of diesel fuel and the carbon content per unit calorific value.

[0057] When calculating the emissions of the target vessel, since there is currently no data on carbon emissions from the electricity consumed by electric container ships, this embodiment uses the average CO2 emission factor for electricity published by the relevant authorities, i.e., the carbon dioxide produced per unit of electricity generated by the power grid, as the electricity emission coefficient. In this embodiment, the target vessel's route passes through the East China region, so data from the published East China region is used: 0.5617 kg CO2 / MWh.

[0058] S24, Calculate the greenhouse gas emissions per unit turnover for each outbound voyage based on the greenhouse gas emissions and the cargo turnover, i.e., the unit emissions:

[0059] Unit emissions = Greenhouse gas emissions / Cargo turnover.

[0060] According to international and domestic shipping industry regulations, carbon emissions from ships are usually measured using unit emissions.

[0061] In this embodiment, the unit emissions of each outbound voyage of the target ship and the baseline container ship A are shown in Tables 2 and 3.

[0062] Table 2 Unit emissions of the target vessel for each outbound voyage

[0063]

[0064] Table 3. Unit emissions of container ship A for each outbound voyage (baseline)

[0065]

[0066]

[0067] S3, fit the weighted average load factor and unit emission of the target ship and each of the baseline container ships respectively, and remove data with obvious deviations to obtain the fitting trend line and equation of the target ship and each of the baseline container ships.

[0068] The calculated emissions per voyage show significant fluctuations between voyages. The factors contributing to this can be broadly categorized as follows:

[0069] (1) External environment. The water flow speed and external environmental conditions vary at different times, resulting in different energy demands.

[0070] (2) Operational status. Cargo may come from multiple ports during different voyages, resulting in additional energy demands related to berthing. Furthermore, berthing time is subject to port scheduling and cannot be kept uniform; the longer the berthing time, the greater the energy consumption required.

[0071] (3) Cargo situation. The amount of cargo loaded on each voyage varies, and it is not 100% full load, resulting in differences in operating efficiency, which in turn affects energy consumption. At the same time, shipping is measured in TEU, and the difference in the actual weight of the cargo will affect the energy consumption of each voyage.

[0072] In this embodiment, the relationship between the single factor of cargo load and unit emissions is studied, and relevant analysis is carried out. Through linear fitting, a quantitative relationship between unit emissions and weighted average load rate is established.

[0073] Taking the baseline container ship A as an example, the weighted average load factor of each voyage is used as the horizontal axis, and the unit emission of that voyage is used as the vertical axis. This is used to plot the data points for that voyage on the graph. After removing significantly deviating data, the following is obtained: Figure 2 All points in the dataset. Then, perform a linear fit on the remaining data to obtain the following result: Figure 2 The fitted trend line is shown.

[0074] Using the same method, linear fitting was performed on the baseline container ships B and C respectively, and the results were as follows: Figure 3 , Figure 4 The fitted trend line shown is obtained by performing linear fitting on the target ship using the same method. Figure 5 The fitted trend line is shown.

[0075] In this embodiment, the target vessel's operating time was relatively short, resulting in a small amount of data. Therefore, data with significant deviations were not removed. Furthermore, the weighted average load factor for most voyages was low, leading to larger data deviations that affected the fitting results.

[0076] S4. Based on the fitted trend lines and equations of the target ship and each of the baseline container ships, calculate the unit emission when the weighted average load rate is 75%, and use it as the unit emission characterization value of the target ship and each of the baseline container ships.

[0077] The fitting results show a clear linear correlation between unit emissions and weighted average load factor, indicating that the weighted average load factor has a significant impact on ship carbon emissions. Therefore, it is necessary to determine a weighted average load factor that closely approximates actual conditions to calculate the emission reduction of electric container ships. In this embodiment, based on data from baseline container ships and the actual operating conditions of existing conventional fuel container ships, a weighted average load factor above 70% is a relatively common operating state. Simultaneously, referring to the load factor data for European inland waterway container ships in the Global Logistics Emissions Council's Logistics Emissions Accounting and Reporting Framework V3.1, and after comprehensive consideration, the target value for the weighted average load factor in this embodiment is set at 75%, and the unit emissions at this point are used as the unit emission characterization value for container ships.

[0078] In this embodiment, the calculation results of the fitting equation and the characterization value are shown in Table 4.

[0079] Table 4. Fitting equations and characterization values ​​for the target ship and the baseline container ship.

[0080] Characteristic value Fitting equation <![CDATA[R 2 ]]> gCO2 / (TEU·km) / / Target ship 66.00 y = -129.3x + 162.97 0.5337 A 98.71 y = -183.32x + 236.2 0.8497 B 64.63 y = -166.26x + 189.32 0.8726 C 93.44 y = -370.29x + 371.16 0.8904

[0081] To avoid the impact of individual differences in the baseline container ships, the average value of the unit emission characterization value of each of the baseline container ships is calculated as the baseline value.

[0082] In this embodiment, the average value of the unit emission characterization values ​​of three baseline container ships is used as the baseline value, which is 85.59 gCO2 / (TEU·km).

[0083] S5, by calculating the difference between the unit emission characterization value of the target ship and the baseline value, the unit emission reduction of the target ship is obtained:

[0084] Unit emission reduction of the target ship = Unit emission characterization value of the target ship - Baseline value

[0085] The unit emission reduction ratio of the target ship is calculated by comparing the unit emission characterization value of the target ship with the baseline value.

[0086] The target ship's unit emission reduction ratio = 1 - (the target ship's unit emission characterization value / baseline value).

[0087] In this embodiment, the emission reduction per unit of the target vessel is 19.59 gCO2 / (TEU·km). This means that compared to conventional fuel container ships with the same route and similar design TEU capacity, using the target vessel for cargo transportation, under the same load factor, can generate an emission reduction of 19.59 gCO2 per TEU·km. The emission reduction rate per unit of the target vessel is 23%.

[0088] It should be noted that the specific embodiments described above enable those skilled in the art to more fully understand the present invention, but do not limit the present invention in any way. Therefore, although the present invention has been described in detail with reference to the accompanying drawings and embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the present invention. In short, all technical solutions and improvements that do not depart from the spirit and scope of the present invention should be covered within the protection scope of the present invention patent.

Claims

1. A method for calculating greenhouse gas emission reductions of electric container ships, characterized in that, include: S1. Based on the electric container ship to be studied, determine the baseline container ship and collect data: determine an electric container ship to be studied as the target ship, and its unit emissions from transportation activities as the target ship emissions; the baseline container ship is one or more conventional fuel container ships with the same route as the target ship and similar design TEU capacity, and the average unit emissions from transportation activities of the baseline container ship are the baseline emissions; collect data on the design TEU capacity, route distance, and outbound voyage transportation process of the target ship and the baseline container ship respectively. The data during the outbound voyage transportation process includes: actual cargo volume, actual cargo transportation distance, electricity consumption of the target vessel, fossil fuel consumption of the target vessel, and fossil fuel consumption of the baseline container ship. S2, for the target ship and the baseline container ship respectively, calculate the cargo turnover for each outbound voyage based on the data collected in S1. The unit of the cargo turnover is TEU•km, that is, the cargo turnover is the carrying capacity calculated in a uniform container volume unit multiplied by the transportation distance. Based on the cargo turnover, the designed TEU loading capacity, and the route distance, calculate the weighted average load factor for each outbound voyage: Weighted average load factor = Cargo turnover / (Designed TEU load capacity × Route distance); The unit emissions of each outbound voyage target ship and baseline container ship are calculated based on the electricity consumption, fossil energy consumption, and cargo turnover, according to the relevant emission coefficients issued by the competent authorities. S3, respectively fit the weighted average load rate and the unit emission of the target ship and each of the baseline container ships to obtain the fitting equations of the target ship and each of the baseline container ships. S4. Based on the fitting equation of the target ship, calculate the unit emission when the weighted average load rate is 75%, and use it as the unit emission characterization value of the target ship. Based on the fitting equation of each of the baseline container ships, the unit emission when the weighted average load rate is 75% is calculated and used as the unit emission characterization value of each of the baseline container ships. Calculate the average unit emission characterization value of each of the aforementioned baseline container ships, and use it as the baseline value; S5. The unit emission reduction of the target ship is obtained by calculating the difference between the unit emission characterization value of the target ship and the baseline value; the unit emission reduction ratio of the target ship is calculated by calculating the ratio between the unit emission characterization value of the target ship and the baseline value.

2. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 1, characterized in that, The term "similar design TEU capacity" means that the design TEU capacity of the baseline container ship is within ±50% of the design TEU capacity of the target ship.

3. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 1, characterized in that, S2 includes: S21, Calculate the cargo turnover for each outbound voyage based on the actual cargo transport volume and the actual cargo transport distance: S22, calculate the weighted average load factor for each outbound voyage based on the cargo turnover, the designed TEU loading capacity, and the route distance; S23, based on the target ship's electricity consumption, the target ship's fossil fuel consumption, and the baseline container ship's fossil fuel consumption, calculate the greenhouse gas emissions for each outbound voyage using the emission factor method: The target ship is powered by electricity and fossil fuels, while the baseline container ship is powered by fossil fuels. S24, Calculate the greenhouse gas emissions per unit turnover for each outbound voyage based on the greenhouse gas emissions and the cargo turnover, i.e., the unit emissions: Unit emissions = Greenhouse gas emissions / Cargo turnover.

4. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 1, characterized in that, The designed load capacity (TEU) is replaced with the designed load capacity (TEU), and the load capacity is measured in tons. At the same time, tons are used as the unit of measurement for the actual transport volume of the goods.

5. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 4, characterized in that, In the absence of information on the actual weight of the container cargo, when the actual transport volume of the cargo is measured in tons, one heavy-load standard container is equivalent to 10 tons, and one empty standard container is equivalent to 2 tons.

6. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 1, characterized in that, In S3, the fitting is a linear fitting.

7. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 1, characterized in that, In step S3, data that deviates significantly is removed.

8. The method for calculating greenhouse gas emission reductions of electric container ships according to claim 1, characterized in that, The formula for calculating the unit emission reduction of the target ship is as follows: The target ship's unit emission reduction = the target ship's unit emission characterization value - the baseline value The formula for calculating the emission reduction ratio per unit of the target vessel is as follows: The target ship's unit emission reduction ratio = 1 - (the target ship's unit emission characterization value / baseline value).

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