EMISSIONS OF GREEN HOUSE GAS OF SHIPS IN PORT IN JOHOR PORT(MALAYSIA)
EMISSIONS OF GREEN HOUSE GAS OF SHIPS IN PORT IN JOHOR PORT(MALAYSIA)
1. INTRODUCTION
In the era of logistics and global supply chains, the fast and efficient movement of goods is an economic imperative. Investments are currently being deployed to modernize and expand ports and intermodal facilities in order to accommodate growing cargo volumes. Growing ship traffic and machineries in ports will add to local air quality problems and global climate change risks unless ship and machineries emissions are further controlled [172]. Air pollution from shipping activities is a growing problem that is drawing increased attention around the world. Local and regional air quality problems associated with ship and machineries gaseous emissions are a concern because of their public health impacts. Exposure to air pollution is linked to a host of health risks including premature death, cancer, heart and respiratory diseases.
Air pollutant emissions in port currently remain unregulated. The inventories of air pollutants have usually been made on a port mainly for general administrative purposes and public information. Systematic data published for the use of the scientific community is rather scarce [4, 9] Therefore this study attempts to investigate the emissions of gaseous and particulate pollutants in Johor Port.
This paper discusses the emission sources and estimation of concentration of SO2, NO2, CO, CO2 and PM10 from marine source categories in Johor Port. The paper also discuss the compilation of air emission inventory of for Johor Port Area
Air pollutants sources are from two predominantly types of pollutants: i. primary pollutants and ii. secondary pollutants. The primary pollutants or emission involve points form usually provide the greatest contribution to overall emissions. The secondary pollutants or emissions sources are not as obvious as the primary pollutant emission sources which obviously act as emitters of air pollutants. Secondary pollutant sources are greater insignificant but not as significant as primary pollutants sources [2, 5].
Sources of air pollutants in ports are from mobile sources. Mobile sources is a term used to describe a wide variety of vehicles, engines and equipment that generate air pollution and that move from place to place. These mobile sources are divided into on-road and non-road sources. On-road can be described as licensed motor vehicles, including automobiles, trucks, buses and motorcycles but as for non-road, it can be described as 2- or 4-stroke and diesel engines, non-road vehicles, aircraft, marine vessels and locomotives. Air pollutants from both on-road and non-road sources can come from gasoline or diesel fuels [6,11 12]].
Port emissions are generated by marine vessels and by land-based sources at ports. Marine emissions come primarily from diesel engines operating on ocean going vessels, harbour vessels, dredges and other vessels operating within a port area (Ang and Olson, 2004). Emissions of gaseous and particulates contribute significantly to the total emissions from the transportation sector [5, 6]. Key compounds emitted from the shipping sector are sulphur dioxide (SO2), nitrogen dioxide (NO2), carbon oxides (CO, CO2), particulate matters (PM) (Eyring et al., 2007). Normally, there are two types of engines on a ship: the main engines propel the vessel while navigating and manoeuvring arre powered by the auxiliary engines that supply electricity for other functions [7, 9].
3. Data acquisition process
The monitoring of emission parameters of pollutant such as sulphur dioxide (SO2), nitrogen dioxide (NO2), carbon oxides (CO, CO2) was conducted using Gray Wolf Direct Sense TOX PPC Kit and TSI-IAQ Calc equipment. Particulate matter contributes less than 10 m (PM10) was monitored using Mini Vol Portable Air Sampler. The frequency of sampling was carried out once a month and it is conducted until three sets of data are collected. Three sampling points were chosen on each port. The criteria of sampling points consider the emissions from vessels, is placed as near as possible to the vessels emissions sources in port area and lastly the sampling points that were chosen are installation are made on the on the pier/wharf/dock.
For ocean going vessel, emission specific quantification, the emissions estimation methodology can be graphically broken down into steps which are used to estimate the ocean-going vessel emissions which can be use to compile air emission inventory (see Figure 3). Survey data is provided by Johor Port authority according to what are the information needed for this study and the technical literature consist of emission factors, load factors and fuel correction factors follows United States Environmental Protection Agency (U.S. EPA, 1999) and Entec 2007.
5.0 Conclusions
Based on the study conducted, several conclusions can be made as follows:-
The Johor Port ocean-going vessels emission inventory shows that manoeuvring mode contributes NOx(60%), VOC(2%), CO(5%), SO2(27%), PM10(3%) and PM2.5(3%) while hotelling mode contributes NOx(60%), VOC(2%), CO(4%), SO2(28%), PM10(3%) and PM2.5(3%). NOx emissions from OGVs are relatively high because most marine engines operate at high temperature and pressures without effective reduction technologies. Besides, SO2 emissions are high because of the high average sulphur content (2.5%) of marine fuels used by most OGVs within Johor Port boundaries. Given uncertainties in all emissions inventories, the best estimate for carbon dioxide (CO2) of the base year of 2007-2008 in Johor Port, is within the bounded range of 500,000-750,000 kilo tons per year (kT yr-1).
4. Results and Discussions
Below are the marine air emission quantification studies, the study of air pollutants concentration in Johor Port which is compared with Recommended Malaysian Air Quality Guidelines (RMAQG). The result of emission estimation for each pollutant in Johor Port area from port activities source are presented.
4.1 Air Pollutants Concentration in Johor Port
Based on the study of air pollutants concentration in Johor Port, RMAQG was used in this study for standards comparison purposes. As for gaseous concentration (SO2, NO2, CO, CO2) one hour averaging time was used while for particulate (PM10) 24 hour averaging time are used.
From this table, it is observed that the highest NO2 detected in sampling station 2 with a concentration of 0.18 ppm exceeding the RMAQG limits of 0.17 ppm by 5.9 percent while other gaseous at station 1, 2 and 3 are still within the RMAQG limits. Basically, the limits of NO2 at station 2 exceeded due to heavy operation (cargo loading and unloading) during the sampling work.
4.2 Emissions Inventory
The 2007 and 2008 emissions for Johor Port are summarized in this section. Emissions estimate for each pollutant are presented by mode which is at manoeuvring' and hotelling'.
Based on the inventory presented above, manoeuvring mode emits less emission than hotelling mode due to the activity period. For vessel manoeuvring in Johor Port, the average duration for manoeuvring period (inbound and outbound) are 4 hours while what makes hotelling emits greater emission are due to the average hotelling period of 9.6 hours which are used in computing the inventory which is far longer than the manoeuvring mode period.
Main reduction in the number of vessel are due to economic downturn starting in mid 2008 which affect the business of shipping worldwide and the numbers of vessels are closely related to the amount of emission that are emitted. They are indirectly, affect the amount of emission sources from seaport that are emitted within port area as shown in Table 2 and 3. The decreasing of seaport total emission by approximately 10 percent in the year 2008 is influenced by the reason stated above and does not relate to any emissions reduction approach. Perhaps, the amount of emission will continue to grow when the economy starts to improve if none reduction approach are being considered.
Emission sources concentration of sulphur dioxide (SO2), nitrogen dioxide (NO2), carbon oxides (CO, CO2) and particulate matter contribute less than 10 m (PM10) in port were obtained. From the results obtained and based on the comparison with Recommended Malaysian Air Quality Guidelines (RMAQG), NO2 concentration surprisingly exceed the limit by 5.9 percent in sampling station 2 while other gaseous at station 1, and 3 are still within the recommended guidelines. The results clearly shows that major pollutants contributor in Johor Port are oxides of nitrogen (NOx) and sulphur dioxide (SO2) with a percentage value of 60 and 28 percent for ship hostelling and manoeuvring mode. Other pollutants contribute are below than 10 percent for both modes.
Based on the results obtained from sampling, it can be seen that NO2 produce some high values of concentration even though two from station 1 and 3 are still below the limits. There is concern about this. As for station 2, the NO2 values exceeds the limits mainly are caused by pack vessels in operation is high NO2 values were recorded during sampling work, during cargo loading and unloading heavy operation period. Apart from that, gaseous emission like SO2 and CO has very low concentration values low emission. The biggest factor causing such value is because of strong wind which depletes the concentration abruptly. Besides, the equipment used are not very sensitive to gaseous substance during outdoor sampling. Theoretically, SO2 and CO should be at certain value when there is an emission. As for particulates and carbon dioxide, the value recorded does not differ as much and the particulates are well below the limits of 24-hour averaging time when compared to RMAQG.
REFERENCES
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