臺灣博碩士論文加值系統

巴拿馬運河作為連結太平洋與大西洋的重要通道，因應船舶大型化，以及貿易量持續上升，因此進行了運河的擴建。擴建使得更大型的船舶可以通過運河，原本從東亞到北美東岸的運輸路線，無法通過擴建前巴拿馬運河的大型船舶需要依靠陸運或繞行蘇伊士運河，在擴建之後可以轉移到行經新巴拿馬運河的全水路航運。本研究欲探討巴拿馬運河的擴建，除了經濟效益之外，是否也具有環境效益。因此以上海到諾福克的航線為例，將路線分為行經巴拿馬運河的全水路、海運與卡車的多式聯運、海運與鐵路的多式聯運還有行經蘇伊士運河的全水路等四條路線。使用活動基礎法計算海運部分的船舶排放量，並計算陸運部分的卡車、火車排放量，將其加總得出各路線的總碳排放量。並挑選了六艘不同尺寸的船舶，探討不同尺寸船舶在各路線的總碳排放量與每貨櫃單位碳排放量增減趨勢。此外，也分析使用高硫燃油HFO和海運輕柴油MGO兩種不同的燃油的碳排放量差異。

研究結果得出無論何種尺寸的船舶，經巴拿馬運河的全水路路線一的碳排放量都最低，其次是經蘇伊士運河的全水路路線四。海運與公路多式聯運的路線二碳排放量遠大於其它路線，海運與鐵路多式聯運的路線三的碳排放量次之。四條路線的總碳排放量都是隨著船舶尺寸越大，總排放量越高。單位排放量則是隨著船舶尺寸越大，每貨櫃單位排放量越低。若從HFO燃油更換成MGO燃油，全水路的路線一和路線四的碳排放可以降低約9.8%，路線二可以降低約0.2%，路線三也可以降低約1.4%。在路線二、三中，船舶尺寸越小，使用低硫燃油可以減少越多比例的排放量。

擴建後，以往不能通過巴拿馬運河的大型船舶，若從路線二轉至路線一可以減95%以上的排放量，從路線三轉至路線一可減70%以上的排放量，從同為全水路的路線四轉至路線一也能減少16.8%的排放量。巴拿馬運河的擴建使以往無法通過運河的較大尺寸的那些船舶也能通過，可以降低運輸路線的碳排放量，對環境帶來正面效益。

The Panama Canal, as an important channel connecting the Pacific and the Atlantic, was expanded in response to the trend of large-scale ships and the continuous increase in trade volume. The original route from East Asia to the east coast of North America, where Post-Panamax ships could not pass through, need to rely on land transportation or bypass the Suez Canal. After the expansion, these Post-Panamax ships can pass through the new Panama Canal. This study intends to explore whether the expansion of the Panama Canal has environmental benefits. Therefore, this study takes the route from Shanghai to Norfolk as an example. Four modes are discussed, which are all waterway through Panama Canal, multimodal transportation by ship and train, multimodal transportation by ship and truck, and all-water way through Suez Canal. We use the activity-based method to calculate the emissions of ships trucks and trains. Six ships of different sizes were selected to investigate total carbon emissions and the unit carbon emission of ships on four routes. In addition, the difference in carbon emissions between the use of high-sulfur fuel HFO and marine gas diesel MGO is also analyzed.

The results show that the all waterway route through Panama Canal discharge the least carbon emissions among four routes, and then the all waterway route through Suez Canal. The combined transportation of maritime transportation and truck discharge far more carbon emissions than other three routes, and the combined transportation of maritime transportation and railway discharge the second-high emissions. For each route, the larger the size of ship is, the more carbon it emits. As to the unit emission per container, the larger the size of ship is, the less the unit emission is. When the fuel HFO is replaced by MGO, carbon emissions can be reduced by about 9.8% for route one and route four, route two can be reduced by about 0.2%, and route three can also be reduced by about 1.4%. In routes two and three, the smaller the size of the ship, the greater the percentage of emissions that can be reduced by using low-sulfur fuel.

After the Panama Canal expansion, Post-Panamax ships can go through the canal, which can reduce carbon emissions by more than 95% if they are transferred from Route 2 to Route 1. If they are transferred from Route 3 to Route 1 can reduce more than 70%. Turning from Route 4 to Route 1 can also reduce emissions by 16.8%. The expansion of Panama Canal allows Post-Panamax ships, which could not pass through the canal in the past, to pass through new canal, and consequently reduces carbon emissions and brings positive benefits to the environment.

摘要
ABSTRACT
目錄
表目錄
圖目錄
第一章、緒論
1.1研究背景與動機
1.2研究目的
第二章、文獻探討
2.1 巴拿馬運河擴建對航線之影響
2.2 巴拿馬運河擴建對碳排放之影響
2.3 小結
第三章 研究方法
3.1船舶碳排放計算公式
3.1.1 推進引擎最大連續額定功率 (Propulsion Engine Maximum Continuous Rated Power , MCR)
3.1.2 船舶實際航速 (Actual Speed , AS)
3.1.3 船舶設計航速 (Design Speed , DS)
3.1.4航行距離 (Distance ,D)
3.1.5 船舶排放係數 (Emission Factor , EF)
3.1.6 燃料校正係數 (Fuel Correction Factor , FCF)
3.1.7控制係數 (Control Factor , CF)
3.2 卡車、火車碳排放計算公式
3.2.1 貨物重量 ( Weight )
3.2.2 距離 ( Distance )
3.2.3 排放係數 ( Emission Factor , EF )
3.2.4 全球溫暖化潛力 ( Global Warming Potential , GWP )
3.3 各航線總排放量計算
3.4 各航線單位排放量計算
第四章、研究結果
4.1 總排放量之比較
4.2單位排放量之比較
4.3 不同燃油、不同船速之比較
4.4 運河擴建前後之比較
第五章、結論與建議
5.1 結論
5.2 建議
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