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The Port of Split International Marine Traffic Emissions Inventory

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The Port of Split International Marine Traffic Emissions Inventory 32 Scientific Journal of Maritime Research 34 (2020) 32-39 © Faculty of Maritime Studies Rijeka, 2020 Multidisciplinary Multidisciplinarni SCIENTIFIC JOURNAL znanstveni časopis OF MARITIME RESEARCH POMORSTVO https://doi.org/10.31217/p.34.1.4 1 2 2 1 The1 Port of Split international marine traffic emissions inventory Ladislav2 Stazić , Radoslav Radonja , Vladimir Pelić , Branko Lalić University of Split, Faculty of Maritime Studies, Ruđera Boškovića 37, Split, Croatia, email: [email protected]; [email protected] University of Rijeka, Faculty of Maritime Studies, Studentska ulica 2, Rijeka, Croatia, email: [email protected]; [email protected] ABSTRACT ARTICLE INFO The Port of Split is one of the busiest marine traffic regions in the Adriatic Sea and the third largest Preliminary communication passenger port in the Mediterranean. A significant number of the ships is going in and out of the Port, Received 5 November 2019 predominantly Carbon dioxide 2 creating a major impact to the environment in the area. That impact is created mostly by emissions Accepted 2 March 2020 X X Key words: from ships, which can be divided into greenhouse gases ( – CO ) and the pollutants (Nitrogen oxides – NO , Sulphur oxides – SO , Particulate matter – PM and Volatile organic 2 X compounds – VOC). This paper is presenting emission inventory of international marine traffic in Port of Split X the Port of Split for the year 2017, which amounts to 19065.8 tons of CO , 12 tons of SO , 11.7 tons of Air pollution PM, 14.6 tons of VOC and 338.7 tons of NO . Emissions are presented in groups according to type of Emission ships, thus enabling comparison of emissions coming from cargo and passenger traffic. Cruise ships Carbon dioxide activity in the Port of Split during 2018 is added to the paper to highlight the increase of the traffic and consequently emissions. 1 Introduction ing of the fossil fuels. Shipping industry contribution to about 80 % of the world’s goods by volume the greenhouse gasses emissions is less than 3 % [4], be- Very large part of global trade is going over the sides the fact that large part of global trade is going over sea ( [1]), the sea and that majority of all ships are using fossil fuels. making shipping industry one of vital links in global Air pollution from shipping industry is regulated economy. Although maritime transport is more environ- by IMO regulations (Annex VI of the Marine Pollution mental friendly than other transport modes [2], ship ex- Convention (MARPOL) [5]), additional input is given by haust emissions represent significant source of the overall European Parliament in the Directive (EU) 2016/802 [6]. sources of emissions. Emissions, by definition, are the gas- Ports are points where emissions from shipping industry es and particles released into the air by various sources. are concentrated in one place and where impact of ship Emissions can be divided into greenhouse gases and the exhaust pollutants (Nitrogen oxides – NOx, SulphurProper ox- pollutants. estimationides – SOx, andParticulate allocation matter of shipping – PM, Volatile emissions organic is crucial com- Greenhouse gasses are all gasses that trap heat in the forpounds understanding – VOC) can the cause impact various of shipping consequences. on air quality ‘’ and Earth atmosphere. Although there are certain scientists health in harbor cities and coastal regions’’ who argue that global warming is a natural process and that greenhouse gases were present at all times, in recent [7]. The emis- history the amount of greenhouse gases in the atmosphere sion inventory, i.e. a process of quantification of all emis- 2 has increased significantly. The primary greenhouse gas sions within a specified area (in this case, the Port of Split) 2 in the atmosphere (Figure 1) is CO – Carbon dioxide [3]. is an initial action which has to be taken to evaluate poten- 2 Although CO is produced naturally by decay and fermen- tial impact and to plan and establish adequate emission tation, majority of produced CO today comes from burn- control or port environmental management system. L. Stazić et al. 33 / Scientific Journal of Maritime Research 34 (2020) 32-39 – Ship movement data (distance travelled and duration of movement), – Data of all ships in analyzed area, with details about the ship such as type of ship, propulsion type, type of fuel, installed propulsion engines power and auxiliary engine power, – Duration of the ship’s stay in port and activities during the stay (hoteling and loading/unloading). Estimation of total emission for any particular area must include various activities which have differentE im- pact on fuel consumption, and consequently on the quan- tity of the emissions. According to [10] the emission ( ) of a ship during the trip is: [g] (1) Figure 1 Each addend must be calculated separately, for parts which are =applicable for this calculation:+ [g] Source: Greenhouse gasses emissions in 2017 = + ∙ [g] [6] (2) ∙ = + [g] Proper calculation or estimation of emissions generat=- + ∙ [g] ed from marine traffic in the Port of Split, according to our (3) knowledge, does not exist. The current paper represents a ∙ [ ] [g] contribution in addressing the issue, at least partially cre- ating an inventory of emissions generated by international (4) marine traffic. D The Port of Split consists of several geographically sep- where: v arated units or basins:. Gradska luka basin, Vranjic-Solin – Distance travelled (NM), ME basin, Kaštela A basin, Kaštela B basin, Kaštela C basin and – Average ship speed (knots), Kaštela D basin [9] LF 2 Emissions estimation methodology ME – Main engine power (kW), AE – Main engine load factor (%), LF AE – Auxiliary engine power (kW), EF Frequently used approach is using ship engines’ power – Auxiliary engines load factor (%), [10], recommended by the EMEP/EEA (2009) airemission pollut- – Emission factor, depending on the type of fuel and T evaluationant emission is bottominventory up, guidebookand the geographical [11]. This characterimethod is- the engine speed (g/kWh), zationusually of called emissions a full isbottom bottom-up up model, because “ – Average time at berth or maneuvering per calling (h). the estimated increase of hourly fuel consumption ’’ [12]. In this model air canWeather be as high conditions as 10–20 % can have huge impact on the emis- pollutants emitted by a ship are estimated for every visit sions, “ in the Port of Split, aggregating estimates for whole list of ˮ [6]. As pilotage and maneuver- ships and their visits during the 2017. There are different ing is not performed in bad weather, and distances trav- views on emission inventory. All guidelines consider emis- elled are short and in quite weather protected areas, this X x sions of concern to be nitrogen oxides (NO ), sulfur oxides impact [15] has not been taken into consideration. (SO ) and particulate matter (PM) [10], [13], [14], while on As different fuel has different content of various ingre- VOC pollution there are different views. Some researchers dients, the exhaust gases emissions directly depend on the include unburned VOC into air emissions and some do not, type of the fuel. On site investigation in the Port of Split at the same time most of them exclude evaporative losses showed that most of vessels use low Sulphur fuels (not ex- 2 from fuel and cargos [14]. This inventory will include un- ceeding exceed 0.1 % by mass), the fuel recommended by burned VOC for some future checks, despite the fact that it EU Directive 2016/802 [6]. The emissions of CO are de- is not regulated by present regulation [5]. pendent on the carbon content in the fuel, which is nor- Bottom up model needs comprehensive data to be col- mally around 87 % [17]. Low Sulphur marine diesel fuel lected [10], [14] in order to estimate the amount of emis- (with less than 0.1 % of Sulphur) has the emissions ac- sions. The data is: cording to the Table 1. L. Stazić et al. 34 / Scientific Journal of Maritime Research 34 (2020) 32-39 Table 1 Low Sulphur fuel (less than 0,1 %) marine diesel engine emission EF CO2 (g/kWh) EF SOX (g/kWh) EF PM (g/kWh) EF VOC (g/kWh) Slow speed engine 588 0.37 0.4 0.6 Source:Medium speed engine 652 0.41 0.4 0.5 [13], [14], [17] 2.1 Ship movement data maneuvering sels, such as fishing boats, yachts, etc., a limit of the mini- mal size of the ship is set to 500 GT for this inventory. As Ship movement data ( ) in the Port of smaller ships are not included into the list, all listings for Split vary according to distance between pilot boarding Kaštela basins A and D are eliminated. Table 3 presents point and docking point. Easiest way to determine where marine traffic in the port of Split, categorized according the’the maneuveringpilot will normally starts meet is to ship determine 0.5 miles the off thepilot City board Port- the basin and the type of ship, according to the data pro- Entrance’’ing point. The basic requirement for Split pilot is that vided by Port of Split Authority [9]. ‘ Table 3 [8]. That point is taken as starting point for the maneuvering and as starting (ending) point of emissions ShipMarine type traffic in Port of SplitNumber during of2017 vessels inventory for the Port of Split. Maneuvering distances 232 from pilot entrance point are given in Table 2. Table 2. Cruise Bulk Carrier 330 BerthingAverage point maneuvering distancesManeuvering in Port of distance Split Tanker 115 Container 40 Total 774 Gradska luka basin 0.5 NM General/other 57 Vranjic-Solin basin 6.93 NM Source: Kaštela A basin 5.05 NM Authors Kaštela B basin 5.67 NM Kaštela C basin 6.52 NM 2.3 Ship data and engine load factor Source:Kaštela D basin 6.11 NM Authors Ship data has been collected from several sources in re- Every gard to type of ship, propulsion type, type of fuel, installed shipManeuvering shall at all timesspeed proceed is influenced at a safe speedby International so that she propulsion engines power and auxiliary engine power.
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