This article is transferred from: China Water Transport News
□ Qingxiang Li Wang Nini Zhu Jianhua
Editor’s note:
Since the establishment of the new think tank alliance for transportation, it has promoted all parties to actively make suggestions and suggestions on the implementation of major strategies such as building a strong transportation country, and played the role of a "think tank" to promote scientific decision-making and improve decision-making level. This issue of "Voice of Traffic Think Tank" continues to select expert opinions, so please pay attention to it.
"Near-zero-carbon port" refers to a port that, in its production and operation activities, adopts measures such as optimizing energy consumption structure, applying energy-saving and low-carbon technologies, improving production process organization, and strengthening energy-saving and emission-reduction management to improve the application ratio and energy utilization efficiency of new and renewable energy, reduce the emission of greenhouse gases such as carbon dioxide, and make the direct emission of carbon dioxide in the port gradually approach zero.
Port is one of the important parts of transportation industry. Because the port has the characteristics of relatively centralized and independent regions, involving relatively little public, it is easy to carry out carbon reduction work and achieve results. Therefore, we can establish a "near-zero-carbon port" in the port, try first and break through first, and then promote the work of peak carbon dioxide emissions in the whole industry.
Some ports have tried.
In 2019, the total amount of direct and indirect emissions of carbon dioxide directly used for loading and unloading operations in China’s ports was about 9 million tons. Due to the difference in statistical caliber, the horizontal transportation energy consumption of outsourcing operations in some ports is not counted. Therefore, it is roughly estimated that the carbon dioxide emissions generated by ports directly used for loading and unloading production exceed 10 million tons every year.
In recent years, some domestic ports have made beneficial attempts to build "near-zero-carbon ports" in response to the country’s requirements to cope with climate change and to improve the quality and efficiency of the ports themselves. For example, Jiangyin Port has completed the construction of seven wind power generation systems with a cumulative installed capacity of 16.8MW, meeting 50% of the port’s annual electricity demand; Ningbo Zhoushan Port has promoted the large-scale application of electric intelligent card collection, and built a 2000kVA electric card collection and exchange power station to realize all-weather operation of electric card collection. Qingdao Port has tried to apply the hydrogen energy collection card, and the next step is to promote and apply it as a key technology in the port.
The spontaneous attempts of many domestic ports to create "near-zero-carbon ports" have accumulated some experience for our department to create "near-zero-carbon ports".
Many aspects need to be improved
Although many ports have made great achievements in green and low-carbon construction, there are still some problems.
The layout of some ports is not reasonable, and the utilization rate of coastline is low. Unreasonable port spatial layout leads to low scale, specialization and intensification of port loading, unloading, storage and transportation production, which in turn leads to high energy consumption per throughput and large carbon dioxide emissions; The low utilization ratio of coastline is manifested in shallow use of deep water and backward production technology, which leads to the low cargo throughput of unit production wharf berth coastline, and also increases the energy consumption and carbon dioxide emissions per unit throughput. At present, many domestic docks have the coexistence of shippers’ docks and public docks, especially on the Yangtze River trunk line, where there are a large number of shippers’ docks with the characteristics of small, scattered and weak, and the functional layout of the docks is not reasonable and the utilization rate of the coastline is low.
The collection and distribution system of some ports is not perfect enough. In most domestic ports, goods are mainly transported by road, which has high energy consumption and serious pollution.
The energy consumption structure of ports is not reasonable enough. In the total annual energy consumption of the port, the direct emission of carbon dioxide from fossil energy in the port area needs to be included in the port emissions; In addition, the carbon dioxide emissions generated by municipal power consumed by ports belong to indirect emissions, which can not be included in the port emissions at present, but according to the calculation method of IPCC (Intergovernmental Panel on Climate Change), the direct and indirect emissions of carbon dioxide should be included in the total emissions. In the long run, the indirect carbon dioxide emission caused by the consumption of social electricity by ports is unavoidable.
Some ports are backward in loading and unloading production technology and low in energy efficiency. At present, the non-specialized terminals in the port still account for a considerable proportion. In 2019, the national port cargo throughput was 13.95 billion tons, of which 5.34 billion tons were loaded and unloaded by non-specialized terminals. The loading and unloading technology adopted traditional technology and the degree of automation was not high.
Supporting policies, regulations and standards are not perfect. Preferential fiscal and taxation policies to encourage and promote the creation of "near-zero carbon ports" are not in place; The technical standards and specifications supporting the construction of "near-zero-carbon ports" are not sound enough.
Statistical monitoring, assessment and evaluation mechanism has not been effectively established. After years of efforts, the mechanism related to energy conservation and emission reduction has been established, but the corresponding mechanism focusing on "near-zero-carbon ports" is still not perfect.
Take multiple measures and gradually advance.
The construction of "near-zero-carbon port" should adhere to the principle of "overall consideration, combination of distance and distance, systematic planning, comprehensive policy, adaptation to local conditions, combination with reality, innovation drive and policy escort", and actively promote the construction of port carbon reduction infrastructure, optimization of port layout and functional structure, adjustment of collection and distribution methods and energy consumption structure, improvement of energy efficiency of loading and unloading technology and equipment, and innovation of technical system and institutional system on the premise of formulating and improving peak carbon dioxide emissions’s carbon neutral strategic path and action plan. The author suggests that we can start from the following aspects.
Top-level design. Under the framework of national and industrial green and low-carbon development action plans and action plans, the Ministry of Transport should study and formulate an action plan to create a "near-zero-carbon port" and incorporate the creation of a "near-zero-carbon port" into the pilot work of a transportation power. It is clear that by 2025, at least 30 near-zero carbon ports will be established nationwide, and by 2030, the number of near-zero carbon ports will reach more than 60; Provincial and municipal transportation (port) departments shall study and formulate local port "double carbon" action plan or "near zero carbon port" creation action plan within the framework of the "double carbon" action plan of the local people’s government.
Promote port enterprises to accelerate the construction of carbon reduction infrastructure. Transportation (port) departments at all levels should take the initiative to communicate with relevant departments at the same level to form a linkage and coordination mechanism to provide guidance and guarantee for the construction of carbon reduction infrastructure such as wind power, photovoltaic, hydrogen energy, ammonia energy, LNG and shore power in ports.
Establish and improve the standard system of port carbon emission reduction, and provide technical support for the creation of "near-zero carbon port". The Ministry of Transport should organize relevant units to formulate industry standards and norms to promote the construction of "near-zero-carbon ports" on the premise of comprehensive consideration of planning, design, construction, operation, monitoring and assessment; Encourage local research and development of local standards, enterprise standards, group standards, etc.
Optimize the port layout and improve the utilization rate of coastline. Local governments and their transportation (port) authorities should sort out the port resources within their respective jurisdictions, promote the integration of port resources in a planned and step-by-step manner, and realize the transformation from cargo terminals to public terminals, traditional terminals to smart terminals, and general terminals to specialized terminals, so as to improve the utilization rate of port lines; Port enterprises, especially large port enterprise groups, should do a good job in port development planning, optimize port space, structure, functional layout, upgrade technology and equipment, and promote high-quality port development.
Adjust the mode of port collection and distribution to promote energy saving and carbon reduction. Local governments and their transportation (port) departments should pay attention to adjusting the mode of port collection and distribution and reduce the proportion of road transportation collection and distribution. According to the principle of "water is suitable for water", "road is suitable for road" and "iron is suitable for iron", we will actively guide bulk goods to gather and disperse ports by waterway and railway; Port enterprises, especially large port enterprise groups, should take effective measures to adjust the mode of port collection and distribution, and implement the work of energy saving and carbon reduction.
Relying on scientific and technological progress to promote near-zero carbonization of ports. At the government level, the Ministry of Transport should formulate an action plan for peak carbon dioxide emissions and carbon neutral technology in the industry, organize scientific and technological research in the industry (Industry-University-Research uses collaborative innovation), break through the technical bottleneck and vigorously promote its application in the industry in a timely manner; Port enterprises should take the initiative to carry out scientific and technological research and popularization and application of scientific and technological innovation achievements.
Strengthen policy support to ensure the implementation of tasks and the realization of goals. Transportation (port) departments at all levels should strengthen communication and consultation with the development and reform and financial departments at the same level, strive for financial support at all levels, reduce the economic burden of port enterprises in the construction of "near-zero-carbon ports", and improve the enthusiasm of port enterprises to participate in the pilot work; When formulating policies related to peak carbon dioxide emissions and carbon neutrality, transportation (port) authorities at all levels should attach importance to policy convergence with other departments, make full use of policy advantages and give full play to policy superposition effect.
Continue to promote the application of shore power technology in an orderly manner and improve the utilization rate of shore power. Promote the revision of the Law on the Prevention and Control of Air Pollution, clarify the responsibility of ships berthing in port to use shore power, and lay a legal foundation for effectively promoting the use of shore power by ships berthing in port; Promote local governments to take the initiative to formulate regulations on the compulsory use of shore power by ships berthing in their jurisdiction; Improve the Measures for the Administration of Port and Ship Shore Power, and adjust the responsibilities of the Ministry of Transport and the requirements for ships to have shore power receiving capacity; Refine the requirements of the Yangtze River Protection Law on the use of shore power for ships berthing in port to create conditions for local governments to play their roles; Strengthen the supervision and inspection of the use of shore power for ships arriving in Hong Kong, strictly investigate and deal with the failure of ships with shore power to use shore power according to regulations during their berthing, and really improve the utilization rate of shore power.
Strengthen the construction of statistical monitoring, assessment and evaluation system for carbon emissions. Establish and improve a sound statistical monitoring and assessment rating system, clarify the responsibilities of transportation (port) departments at all levels, strengthen statistical monitoring and supervision and assessment, establish an annual key work progress report system and a mid-term follow-up assessment mechanism, organize regular third-party assessments, regularly announce carbon reduction in various places every year and establish a reward and punishment mechanism.
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