Method for calculating particle pollutant emission reduction amount during shore power use of a ship

Abstract

The application discloses a kind of accounting methods of particle pollutant emission reduction during ship shore power use, steps are as follows: S1, according to the difficulty of wharf statistical data, the first level of the first level based on the number of ships using shore power is proposed to account for the emission reduction, the second level based on the throughput of ships using shore power or the time of using shore power accounts for the emission reduction, and the third level based on the amount of shore power use accounts for the emission reduction, and the selection priority order is: third level>second level>first level;S2, according to the selected level, obtain the data used for accounting for the emission reduction of particle pollutants during the use of shore power by ships;S3, account for the emission reduction of particle pollutants during the use of shore power by ships;The method is based on the difference of different wharf management, the difficulty of obtaining data is different, three data analysis levels with different priorities are set, to be suitable for all dry bulk cargo wharf use, and the emission reduction of particle pollutants during the use of shore power by ships can be effectively accounted for.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of water environment protection, and particularly relates to a method for calculating the reduction amount of particulate pollutants during the use of shore power by a ship. BACKGROUND

[0002] At present, the port industry is developing rapidly, and with the continuous increase of throughput, the port development is facing increasing pressure of ecological environment protection and restoration. Dust pollution control is insufficient, ship pollution supervision is difficult, and shore power utilization rate is low in dry bulk cargo terminal.

[0003] In order to further promote the intensive use of port resources, strengthen energy saving and emission reduction and pollution prevention and control, and develop green economy, it is an important means to reduce port pollutant emissions to promote the use of shore power by ships during berthing at the terminal. At present, the construction of shore power facilities in various domestic ports has been basically completed, especially in various large dry bulk cargo ports, which fully meet the shore power use requirements of all berthing ships, which also makes the current primary problem how to promote the use of shore power by berthing ships. To develop a feasible policy to promote the use of shore power by dry bulk cargo terminals, one of the core points is to propose a feasible method for analyzing and calculating the reduction amount of pollutants by berthing ships, so as to more accurately estimate the reduction amount of pollutants and provide effective reference for relevant departments to promote the use of shore power and develop corresponding emission reduction policies.

[0004] However, due to the different data levels of domestic dry bulk cargo terminals, it is impossible to obtain unified statistical data of the terminal, so it is impossible to calculate the reduction amount of pollutants during the use of shore power by berthing ships through standardization. Based on this, it is necessary to provide a method for calculating the reduction amount of particulate pollutants during the use of shore power by berthing ships in dry bulk cargo terminals, which can be widely used in all dry bulk cargo terminals and can be realized based on different statistical data. SUMMARY

[0005] The purpose of the present application is to provide a method for calculating the reduction amount of particulate pollutants during the use of shore power by berthing ships in dry bulk cargo terminals based on different statistical data.

[0006] To this end, the technical scheme of the present application is as follows:

[0007] A method for calculating the reduction amount of particulate pollutants during the use of shore power by a ship, the steps are as follows:

[0008] S1. Based on the difficulty of obtaining terminal statistics, three levels of methods are proposed for calculating particulate pollutant emission reductions during the use of shore power by vessels berthing at dry bulk terminals. These include: Level 1, which calculates emission reductions based on the number of vessels using shore power; Level 2, which calculates emission reductions based on the throughput of vessels using shore power or the duration of shore power use; and Level 3, which calculates emission reductions based on the amount of shore power used. The priority order for selecting the three levels of calculation methods is: Level 3 > Level 2 > Level 1.

[0009] S2. Based on the level selected in step S1, obtain the data for calculating particulate pollutant emission reductions during the use of shore power by ships;

[0010] S3. Calculate the particulate pollutant emission reduction during the use of shore power by ships.

[0011] Furthermore, at the third level, the data used for calculating particulate pollutant emission reductions during ship shore power use includes: the type of auxiliary machinery equipped on berthed ships, the amount of shore power used by ships equipped with different types of auxiliary machinery, and the particulate pollutant emission coefficients corresponding to different types of auxiliary machinery.

[0012] Furthermore, the calculation formula corresponding to the third-level method for calculating particulate pollutant emission reductions during ship shore power use is as follows:

[0013] ,

[0014] In the formula, E s The amount of particulate pollutant emission reduction during the use of shore power by ships is expressed in tons. W k To be equipped with the first k Shore power consumption of auxiliary machinery vessels, in kilowatt-hours; EF k For the first k The particulate pollutant emission coefficient for this type of auxiliary equipment is expressed in grams per kilowatt-hour. n Number of auxiliary machine types.

[0015] Furthermore, at the second level,

[0016] (1) Based on the throughput of ships using shore power, the data used for calculating the emission reduction of particulate pollutants during the period when ships use shore power are: the types and number of terminal operation processes, the throughput of ships using shore power under different terminal operation processes, and the throughput of ships berthing at the port under different terminal operation processes; or,

[0017] (2) Based on the shore power time, the data for calculating the particle pollutant emission reduction amount during the ship's use of shore power are: the type and number of terminal operation processes, the shore power time of the ship using shore power under different terminal operation processes, the ship's berthing time under different terminal operation processes, and the ship's throughput under different terminal operation processes.

[0018] It should be noted that the terminal operation process is determined by the loading / unloading type, the operation mode and the dust pollution prevention and control measures. Specifically, in actual operation, the terminal operation process first needs to determine whether the ship is in loading or unloading state, i.e. the loading / unloading type; at the same time, the specific operation mode and dust pollution prevention and control measures also need to be determined; the above three elements jointly determine the terminal operation process, and since the particle pollutant emissions of different terminal operation processes are different, each terminal operation process also has a corresponding emission factor.

[0019] Further, the second-level method for calculating the particle pollutant emission reduction amount during the ship's use of shore power is:

[0020] (1) Based on the ship's throughput using shore power, the formula for calculating the particle pollutant emission reduction amount during the ship's use of shore power is:

[0021] ,

[0022] In the formula, E s is the particle pollutant emission reduction amount during the ship's use of shore power, with the unit of ton; THA q is the throughput of the ship using shore power adopting the first q terminal operation process, with the unit of ten thousand tons; TH q is the throughput of the ship using shore power adopting the first q terminal operation process, with the unit of ten thousand tons; b q is the ship's berthing emission factor adopting the first q terminal operation process; EP q is the terminal berth particle pollutant emission amount adopting the first q terminal operation process, with the unit of ton; m is the number of types of terminal operation processes;

[0023] (2) Based on the shore power time, the formula for calculating the particle pollutant emission reduction amount during the ship's use of shore power is:

[0024] ,

[0025] In the formula, E sThe particle pollutant emission reduction amount during the shore power use of the ship, in ton; TTA q The shore power use time of the ship using the shore power of the first q type wharf operation process, in hour; TT q The ship berthing time of the ship using the shore power of the first q type wharf operation process, in hour; b q The ship berthing emission coefficient of the ship using the shore power of the first q type wharf operation process; EP q The wharf berth particle pollutant emission amount of the ship using the shore power of the first q type wharf operation process, in ton; m The type number of the wharf operation process.

[0026] Further, at the first level, the data used for analyzing the particle pollutant emission reduction amount during the shore power use of the ship is: the type and number of the wharf operation process, the number of the ship using the shore power under different wharf operation processes, the number of the ship calling at the port under different wharf operation processes, and the throughput of the ship calling at the port under different wharf operation processes.

[0027] Further, the calculation formula corresponding to the particle pollutant emission reduction amount accounting method during the shore power use of the ship based on the first level is:

[0028] ,

[0029] In the formula, E s The particle pollutant emission reduction amount during the shore power use of the ship, in ton; QA q The number of the ship using the shore power of the first q type wharf operation process, in ship times; Q q The number of the ship calling at the port of the first q type wharf operation process, in ship times; b q The ship berthing emission coefficient of the first q type wharf operation process; EP q The wharf berth particle pollutant emission amount of the first q type wharf operation process, in ton; m The type number of the wharf operation process.

[0030] Further, in the particle pollutant emission reduction amount accounting method during the shore power use of the ship based on the second level or the first level, the first qParticulate pollutant emissions from berths using similar terminal operation processes EP q The calculation formula is:

[0031] ,

[0032] In the formula, EP q To adopt the first q Particulate pollutant emissions from wharf berths using wharf-like operational processes, in tons; TH q To adopt the first q The throughput of vessels berthing at ports using terminal-like operational processes, in tons; PD q For the first q The discharge coefficient of wharf berths for wharf-like operation processes is expressed in kilograms per ton.

[0033] Furthermore, in the accounting methods for particulate pollutant emission reductions during ship shore power use based on the second or first level, the first... q Ship berthing emission coefficient for dock-like operation processes b q The definition of is in the first q The ratio of particulate pollutant emissions to particulate pollutant emissions at the berth, assuming no shore power is used during vessel berthing under similar terminal operation processes. Based on port surveys, this also includes the vessel berthing emission coefficients for different terminal operation processes at dry bulk cargo terminals that meet the requirements for Level 3 data acquisition. b q The corresponding data obtained is the available state; therefore, for dry bulk terminals that only meet the requirements of the second and first level data acquisition, the ship berthing emission coefficients for different terminal operation processes are... b q Alternatively, data can be obtained by surveying other terminals with the same or similar terminal operation processes, or by using the average of data obtained from multiple surveys.

[0034] In practical applications, when using the method of this application to calculate the emission reduction of particulate pollutants during the use of shore power by ships, the time period corresponding to each data can be determined as needed. That is, data obtained within the same time range can be substituted into the calculation as needed. Specifically, the above time range can be selected, but is not limited to, one year, one quarter, or one month.

[0035] Compared with the prior art, the ship shore power use condition-based particle pollutant emission reduction amount accounting method during shore power use fills the blank of the analysis and accounting method of the particle pollutant emission reduction amount reduced by the ship during shore power use, and based on the consideration that the management conditions of various ports and various types of wharfs are quite different and the data acquisition difficulty is different, three data analysis levels with different selection priorities are set, so that the effective accounting of the particle pollutant emission reduction amount corresponding to the ship shore power use is realized, the use efficiency of the wharf shore power is promoted, and the ship pollution supervision problem and the environmental protection problem can be positively influenced. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 The flowchart of the ship shore power use condition-based particle pollutant emission reduction amount accounting method during shore power use. DETAILED DESCRIPTION

[0037] The application will be further described below in combination with the drawings and specific embodiments, but the following embodiments are by no means any limitation on the application.

[0038] In the embodiment, based on the relatively comprehensive data of the ship shore power use of a certain ore bulk cargo wharf, the three level accounting methods of the application are used to account for the annual emission reduction amount of the ship, so as to further illustrate and verify the method of the application. In actual application, under the condition that the data of the ship shore power use of the port is relatively comprehensive, the higher priority level data should be preferentially used for accounting.

[0039] Reference Figure 1 The specific implementation steps of the ship shore power use condition-based particle pollutant emission reduction amount accounting method during shore power use are described as follows. Since the embodiment has comprehensive data, according to the priority rules: the third level > the second level > the first level, the particle pollutant emission reduction amount of the ship during shore power use in the same monitoring period is accounted and analyzed through the three levels in turn. In the embodiment, the accounting period of the particle pollutant emission reduction amount of the ship during shore power use is set to one year.

[0040] (I) The third level, i.e. the particle pollutant emission reduction amount of the ship during shore power use is accounted based on the shore power use amount.

[0041] In the third level, the data used for accounting the particle pollutant emission reduction amount of the ship during shore power use is: the type of auxiliary machine equipped on the port-berthing ship, the shore power use amount of the ship equipped with different types of auxiliary machines, and the particle pollutant emission coefficient corresponding to different types of auxiliary machines, and the specific acquisition approaches are shown in Table 1.

[0042] Table 1:

[0043]

[0044] In this embodiment, the annual shore power usage of the wharf is... W The total power consumption is 2,402,700 kWh. All ship auxiliary engines are high-speed diesel engines, meaning there is only one type of auxiliary engine. Regarding the particulate emission coefficient of the high-speed diesel engines, considering that the atmospheric pollutant emission factors of ship auxiliary engines cannot currently be directly obtained... EF k The measured data is available, but the main particulate pollutants during ship berthing are PM2.5. 10 Therefore, PM can be used directly. 10 The emission coefficient was used as the particulate matter emission coefficient; furthermore, the auxiliary machinery emission factor estimation method in Song Yanan's "Study on Emission Characteristics and Emission Inventory of Inland Waterway and Coastal Vessels" was adopted to determine the value of the particulate pollutant emission factor of ship auxiliary machinery as 1.11 g / kWh, i.e., the particulate pollutant emission coefficient of ship auxiliary machinery. EF k The value is 1.11 g / kWh.

[0045] Based on this, the particulate pollutant emission reduction during the use of shore power by ships at the third level... E s for:

[0046] .

[0047] (ii) The second level is adopted, that is, the emission reduction is calculated based on the throughput of ships using shore power or the time spent using shore power. In practical applications, when the data required for the third level calculation is not available, the second level method for calculating particulate pollutant emission reductions during the period when ships use shore power is preferred.

[0048] I. Calculation of particulate pollutant emission reduction during the period when ships use shore power, based on the throughput of ships using shore power.

[0049] In the second level scenario, the data used for calculating particulate pollutant emission reductions during ship shore power use are: the types and number of terminal operation processes, the throughput of ships using shore power under different terminal operation processes, and the throughput of ships berthing under different terminal operation processes; among them, the terminal operation processes are determined by the loading / unloading type, operation method, and dust pollution prevention and control measures, and the specific acquisition methods are shown in Table 2 below.

[0050] Table 2:

[0051]

[0052] In this embodiment, the annual ship throughput of the terminal is... TH q The total throughput is approximately 23.46 million tons, of which the throughput of ships using shore power is [not specified]. THA qAbout 18.63 million tons; for the wharf operation process, the wharf only carries out loading operation, so there is only one type of wharf operation process; in the loading operation, the operation mode and dust pollution prevention and control measures are: 1) using a ship loader to load; 2) setting a closed cover at the head of the ship loader belt, setting a guide chute, a closed cover and a dust curtain at the material transfer position; 3) setting a wind shield at both sides of the ship loader tail car, arm belt conveyor and ship loader walking section belt conveyor, and using a protective cover or corridor to close other areas; 4) setting a nozzle group at the head of the ship loader tail car, the guide chute and the discharge chute; 5) no anti-freezing requirement.

[0053] For the ship berthing emission coefficient b q , according to its definition, it is related to the wharf loading and unloading process and the corresponding dust pollution prevention and control measures, therefore, the ship berthing emission coefficient b q of the wharf with similar loading and unloading process and corresponding dust pollution prevention and control measures is similar; this wharf has only one type of loading process and corresponding dust pollution prevention and control measures, through investigation of similar wharfs with only one type of loading process and corresponding dust pollution prevention and control measures, it is determined that the value of b q is 1.3%.

[0054] According to the above wharf operation process, the corresponding wharf berth emission coefficient is obtained according to the particle pollutant emission coefficient provision for specialized bulk cargo wharf (coal, ore) shore operation in “Technical Specifications for Application and Issuance of Pollution Discharge Permit (Wharf)” HJ1107-2020, as shown in the following table 3.

[0055] Table 3:

[0056]

[0057] By comparing the wharf operation process of the wharf with table 3, it can be determined that the particle pollutant emission coefficient PD q of the wharf operation process of the wharf should be 0.01049 kg / ton.

[0058] Based on this,

[0059] the calculation formula of the particle pollutant emission amount EP q of the wharf operation process of this type of wharf is:

[0060] ;

[0061] The particle pollutant emission reduction amount E s of the ship during the use of shore power based on the second level is:

[0062] .

[0063] II. Calculation of particulate pollutant emission reductions during shore power usage by ships based on shore power usage time:

[0064] In the second level scenario, the data used for calculating particulate pollutant emission reductions during ship shore power use includes: the types and number of terminal operation processes, the shore power usage time of ships using shore power under different terminal operation processes, the berthing time of ships berthing under different terminal operation processes, and the throughput of ships berthing under different terminal operation processes. The specific methods for obtaining these data are shown in Table 4 below.

[0065] Table 4:

[0066]

[0067] In this embodiment, the annual ship berthing time at the terminal is... TTA q Approximately 6783 hours, of which the time spent using shore power... TT q The time is 5401 hours; as mentioned above, there is only one type of terminal operation process, and the corresponding particulate pollutant emission coefficient for this type of terminal operation process is... PD q The value should be 0.01049 kg / ton. The annual throughput of vessels berthing at this type of terminal operation is 23.46 million tons, and the vessel berthing emission coefficient is... b q It is 1.3%.

[0068] Based on this

[0069] The particulate pollutant emissions from berths of this type of dock operation process EP q The calculation formula is:

[0070] ;

[0071] Based on this second level of particulate pollutant emission reduction during the use of shore power by ships E s for:

[0072] .

[0073] (iii) The first level is adopted, that is, the emission reduction of particulate pollutants during the period of ship's use of shore power is calculated based on the amount of shore power used. In practical applications, if the data required for the third level and the second level cannot be obtained, the emission reduction of particulate pollutants during the period of ship's use of shore power shall be calculated using the first level.

[0074] In the first level, the data for analyzing the particle pollutant emission reduction amount during the shore power use of the ship is as follows: the type and quantity of the wharf operation process, the number of the ship using shore power under different wharf operation processes, the number of the berthing ship under different wharf operation processes, and the throughput of the berthing ship under different wharf operation processes. The specific obtaining approach is shown in Table 5.

[0075] Table 5:

[0076]

[0077] In the present embodiment, the number of the berthing ship of the wharf in a year is 538, wherein the number of the ship using shore power is 424, and the wharf operation process is only one type. Q q QA q As described above, the particle pollutant emission factor of the wharf operation process is 0.01049 kg / t, the annual throughput of the berthing ship of the wharf operation process is 23.46 million tons, and the ship berthing emission factor is 1.3%. PD q b q

[0078] Based on this,

[0079] the calculation formula of the particle pollutant emission amount of the wharf berth of the wharf operation process is as follows: EP q

[0080]

[0081] The particle pollutant emission reduction amount during the shore power use of the ship based on the second level is as follows: E s

[0082]

[0083] The calculation results of the particle pollutant emission reduction amount during the shore power use of the ship obtained by using the three levels of data are compared as shown in Table 6.

[0084] Table 6:

[0085]

[0086] ​​​​​​​As can be seen from the above table, the three data level methods for calculating the particle pollutant emission reduction amount during the use of shore power by the ship in the embodiment are indeed related to the level priority, and the higher the level priority is, the closer the calculation result of the emission reduction amount is to the true value. This is because the emission reduction amount calculation result of the third level is calculated based on the actual shore power consumption of the ship using shore power, and therefore, the emission reduction amount calculation result is closest to the true value. Compared with the emission reduction amount result calculated by the third level, the emission reduction amount calculation result of the second level has a certain error with the emission reduction amount result of the third level, and the emission reduction amount estimation errors of the two calculation methods are 4.49% and 4.87% respectively, that is, the emission reduction amount calculation result based on the ship berthing time is better than the emission reduction amount calculation result based on the ship throughput. The emission reduction amount calculation result of the first level has a greater error with the emission reduction amount calculation result of the third level, and the emission reduction amount estimation error is 5.62%. Based on this, the result also confirms the effectiveness and accuracy of the three levels for calculating the particle pollutant emission reduction amount during the use of shore power by the ship.

Claims

1. A method for calculating particulate pollutant emission reductions during ship shore power usage, characterized in that, The steps are as follows: S1. Based on the difficulty of obtaining terminal statistics, three levels of methods are proposed for calculating particulate pollutant emission reductions during the use of shore power by vessels berthing at dry bulk terminals. These include: Level 1, which calculates emission reductions based on the number of vessels using shore power; Level 2, which calculates emission reductions based on the throughput of vessels using shore power or the duration of shore power use; and Level 3, which calculates emission reductions based on the amount of shore power used. The priority order for selecting the three levels of calculation methods is: Level 3 > Level 2 > Level 1. S2. Based on the level selected in step S1, obtain the data for calculating particulate pollutant emission reductions during the use of shore power by ships; S3. Calculate the particulate pollutant emission reductions during the use of shore power by ships; among which... At the third level, the data used for calculating particulate pollutant emission reductions during the use of shore power by ships are: the type of auxiliary machinery equipped on the berthed ships, the amount of shore power used by ships equipped with different types of auxiliary machinery, and the particulate pollutant emission coefficients corresponding to different types of auxiliary machinery. The calculation formula corresponding to the third-level method for calculating particulate pollutant emission reductions during ship shore power use is as follows: ， In the formula, E s The reduction in particulate pollutant emissions during the use of shore power by ships, expressed in tons; W k Shore power usage for vessels equipped with Category k auxiliary machinery, in kilowatt-hours; EF k is the particulate pollutant emission coefficient corresponding to the kth type of auxiliary machine, in grams per kilowatt-hour, and n is the number of auxiliary machine types; At the second level, 1) based on the throughput of ships using shore power, the data used for calculating particulate pollutant emission reductions during the period when ships use shore power includes: the types and number of terminal operation processes, the throughput of ships using shore power under different terminal operation processes, and the throughput of ships berthing under different terminal operation processes; or, 2) based on the time spent using shore power, the data used for calculating particulate pollutant emission reductions during the period when ships use shore power includes: the types and number of terminal operation processes, the time spent using shore power by ships using shore power under different terminal operation processes, the berthing time of ships berthing under different terminal operation processes, and the throughput of ships berthing under different terminal operation processes; wherein, the terminal operation process is determined by the type of loading / unloading, the operation method, and dust pollution prevention and control measures; The method for calculating particulate pollutant emission reductions during the use of shore power by ships at the second level is as follows: (1) Based on the throughput of ships using shore power, the formula for calculating the emission reduction of particulate pollutants during the period when ships use shore power is as follows: ， In the formula, E s The reduction in particulate pollutant emissions during the use of shore power by ships, expressed in tons; THA q The throughput of ships using shore power at terminal operations of type q is expressed in tens of thousands of tons; TH q The throughput of vessels berthing at the port using the Class q terminal operation process is expressed in tens of thousands of tons; b q The emission factor for ships using Class q terminal operation technology; EP q The particulate pollutant emissions from berths using Class q terminal operation technology are expressed in tons; m represents the number of types of terminal operation technology. (2) Based on the time spent using shore power, the formula for calculating the emission reduction of particulate pollutants during the period when ships use shore power is as follows: ， In the formula, E s The amount of particulate pollutant emission reduction during the use of shore power by ships, in tons; TTA q The time a vessel using shore power, employing the q-type terminal operation process, uses shore power, expressed in hours; TT q The berthing time of vessels using the Class q terminal operation process is expressed in hours; b q The emission factor for ships using Class q terminal operation technology; EP q The particulate pollutant emissions from berths using Class q terminal operation technology are expressed in tons; m represents the number of types of terminal operation technology. Particulate pollutant emissions EP from berths using Class q terminal operation processes q The calculation formula is: ， In the formula, EP q The particulate pollutant emissions from berths using Class q terminal operation processes are expressed in tons; TH q The throughput of vessels berthing at the port using the q-type terminal operation process is expressed in tons; PD q is the discharge coefficient of the berth for the qth type of terminal operation process, expressed in kilograms per ton.

2. The method for calculating particulate pollutant emission reductions during shore power use by ships according to claim 1, characterized in that, At the first level, the data used for analyzing particulate pollutant emission reductions during ship use of shore power include: the types and number of terminal operation processes, the number of ships using shore power under different terminal operation processes, the number of ships berthing under different terminal operation processes, and the throughput of ships berthing under different terminal operation processes; among which, the terminal operation process is determined by the type of loading / unloading, operation method, and dust pollution prevention and control measures.

3. The method for calculating particulate pollutant emission reductions during shore power use by ships according to claim 2, characterized in that, The calculation formula corresponding to the first-level method for calculating particulate pollutant emission reductions during ship shore power use is as follows: ， In the formula, E s This refers to the reduction in particulate pollutant emissions during the use of shore power by ships, expressed in tons; QA q Q represents the number of vessels using shore power at the q-type terminal operation, expressed in vessel counts; q The number of vessels berthing at the port using the Class q terminal operation process, expressed in vessel counts; b q The berthing emission coefficient for ships using the q-th type of terminal operation process; EP q The particulate pollutant emissions from berths using Class q terminal operation technology are expressed in tons; m represents the number of types of terminal operation technology. Particulate pollutant emissions EP from berths using Class q terminal operation processes q The calculation formula is: ， In the formula, EP q The particulate pollutant emissions from berths using Class q terminal operation processes are expressed in tons; TH q The throughput of vessels berthing at the port using the q-type terminal operation process is expressed in tons; PD q is the discharge coefficient of the berth for the qth type of terminal operation process, expressed in kilograms per ton.

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