臺灣博碩士論文加值系統

本研究探討船舶於距離高雄港20海浬時減速以及設置硫排放控制區進行燃油轉換之二氧化碳、二氧化硫以及懸浮微粒排放量，並搭配政府於107年的船舶減速補助計畫以及燃油轉換補助計畫以評估高雄港與航商的成本與效益。研究結果分為船舶燃油消耗、排放量以及高雄港與航商所面臨的成本與效益三個面向。
從船舶燃油消耗來看，減速可以減少主機的燃油消耗，但卻會增加輔機的燃油消耗，若將兩者的燃油消耗一起考量，發現到船舶主機的燃油消耗減少的幅度大於輔機增加的幅度，且隨著船舶總噸位越大，主機加輔機的燃油消耗減少量越多。
從船舶的排放量來看，排放量會隨著燃油消耗變動，在進行船舶減速與燃油轉換時，結果顯示平均減少37%的二氧化碳、82%的二氧化硫與78%的懸浮微粒排放量。
從高雄港與航商所面臨的成本與效益來看，高雄港所獲得的效益為船舶進行減速與燃油轉換時，平均減少了15,000噸二氧化碳排放量、350噸二氧化硫以及45噸懸浮微粒排放量，航商於距離高雄港20海浬進行減速與燃油轉換皆有效益的存在。當高雄港的成本為碳價64美元時，因減速計畫所減少的二氧化碳貨幣效益才會超過高雄港所付出的成本，且高雄港因燃油轉換付出的成本遠高於減少二氧化硫、懸浮微粒排放量的貨幣效益；因此當全部船舶進行減速與燃油轉換時，高雄港的減排成本相較於其他國家偏高，若要長期提供航商誘因以達減速與燃油轉換的效果，政府須謹慎評估相關的成本與效益。

This study investigated the ships’ emissions of CO2, SO2 and particulate matter (PM) when reducing speed and setting sulfur emission control area (SECA) from the distance of 20 nautical mile when entering the Port of Kaohsiung. We assessed the costs and benefits of the Kaohsiung Port and operators in the condition of government subsidy policies, which were 2018 Vessel Speed Reduction Program and fuel transfer program. The results of study were divided into three parts, which were fuel consumption of vessels, emissions from ships, and costs and benefits of the Kaohsiung Port and operators.
Speed reduction can diminish the fuel consumption of main engine, and increase the fuel consumption of auxiliary engine. If we consider both the fuel consumption of main and auxiliary engine, the main engine’s fuel consumption reduction is more than auxiliary engine’s fuel consumption increase. The larger the ships are, the more fuel consumption reduction of main and auxiliary engine is.
Ship emissions changed with fuel consumption.When ships reduced speed and fuel trasferred, the results indicated that ships emissions of CO2, SO2 and PM decreased by 37%, 82% and 78% respectively.
Reducing speed and fuel transfer reduced 15,000 tons of CO2, 350 tons of SO2, and 45 tons of PM at Kaohsiung Port. As to the operators, benefits actually existed when the ship reduced speed and transferred fuel. The monetary benefits of reduced CO2 emissions would exceed the costs of Kaohsiung Port when the carbon price was up to 64 dollars. And the costs of fuel transfer were higher than the monetary benefits of reduced SO2 and PM emissions significantly. The Port of Kaohsiung pays more than other countries. Thus, if the government wants to give incentive so that container ship operators would like to reduce ships' speed and transfer fuel, the government should take more discreet assessment about the subsidy amount.

摘要 i
ABSTRACT ii
誌謝 iii
目錄 iv
表目錄 vii
圖目錄 viii
附錄目錄 ix
第一章 緒論 1
1.1研究動機 1
1.2研究背景 3
1.2.1國際公約 3
1.2.2各國港口環境政策 4
1.2.3燃油種類 9
1.3研究目的 10
1.4研究範圍 11
第二章 文獻回顧 12
2.1船舶減速 12
2.2船舶減速及低硫燃油轉換 18
2.3文獻回顧小結 23
第三章 研究方法 25
3.1活動基礎模型(activity-based model) 25
3.2船舶燃油消耗模型 26
3.2.1貨櫃船主機總燃油消耗(噸) 27
3.2.2貨櫃船輔機總燃油消耗(噸) 31
3.3燃油轉換 32
3.4船舶二氧化碳排放 33
3.5船舶二氧化硫與懸浮微粒排放 34
3.6成本與效益評估 36
第四章 研究結果 40
4.1減速前後的燃油消耗 40
4.1.1主機減速前後的燃油消耗 40
4.1.2輔機減速前後的燃油消耗 43
4.1.3主機加輔機減速前後的燃油消耗 46
4.1.4小節 48
4.2減速前後的二氧化碳排放量 49
4.2.1船舶主機減速前後的二氧化碳排放量 49
4.2.2船舶輔機減速前後的二氧化碳排放量 52
4.2.3船舶主機加輔機減速前後的二氧化碳排放量 55
4.2.4小節 56
4.3船舶燃油轉換之二氧化硫排放量 58
4.3.1船舶主機的二氧化硫排放量 58
4.3.2船舶輔機的二氧化硫排放量 59
4.3.3船舶主機加輔機的二氧化硫排放量 61
4.3.4小節 62
4.4船舶燃油轉換之懸浮微粒排放量 63
4.4.1船舶主機的懸浮微粒排放量 63
4.4.2船舶輔機的懸浮微粒排放量 64
4.4.3船舶主機加輔機的懸浮微粒排放量 66
4.3.4小節 67
4.5成本與效益評估 68
4.5.1高雄港的成本與效益 68
4.5.2航商的效益 71
4.5.3小結 72
第五章 結論與建議 74
參考文獻 76
附錄 83

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