本論文採用作業基礎模型(activity-base model)，計算高雄港主要類型散裝船及貨櫃船之油耗與排放，並引入以下四種情境：(1)距港口20海浬減速至12節、(2)距港口40海浬減速至12節、(3)距港口20海浬減速至12節並做燃油轉換、(4) 距港口40海浬減速至12節並做燃油轉換，探討實施船舶減排方案前後之效果，接著以CATCH模型評估船舶減排方案之成本效益。研究結果顯示：(1)在20海哩減速至12節時，貨櫃船減少約41%的CO2與SO2之排放，散裝船減少約14%的CO2與SO2之排放；在40海哩減速至12節時，貨櫃船減少約83%的CO2與SO2之排放，散裝船減少約28%的CO2與SO2之排放；在20海哩減速至12節並做燃油轉換時，貨櫃船減少約48% SO2排放，散裝船約減少43%的SO2排放；在40海哩減速至12節並做燃油轉換時，貨櫃船減少約97% SO2排放，散裝船約減少87%的SO2排放。(2)船舶越大所具的環境效益越高，在不考慮減速與燃油轉換之情況下，散裝船的Capesize每一延噸海浬所排放的CO2約為2.8克，SO2為0.05克；Handysize每一延噸海浬所排放的CO2則為6.68克，SO2為0.11克;貨櫃船中的Post-Panamax每一延噸海哩所排放的CO2為15.71克，SO2為0.27克； Small每一延噸海哩所排放的CO2則為21.69克，SO2為0.37克。若加入減速則Capesize每一延噸海浬所排放的CO2為2克，SO2為0.034克；Handysize每一延噸海浬所排放的CO2 為4.78克，SO2為0.081克; Post-Panamax每一延噸海哩所排放的CO2為2.69克，SO2為0.046克；Small每一延噸海哩所排放的CO2為3.71克，SO2為0.063克。減速的情況下再加入燃油轉換則Capesize每一延噸海浬所排放的SO2為0.006克；Handysize每一延噸海浬所排放的SO2為0.015克; Post-Panamax每一延噸海哩所排放的SO2為0.008克； Small每一延噸海哩所排放的SO2為0.012克。(3)在實施減速及燃油轉換方案時，以CATCH模行評估執行方案效益，貨櫃船於執行20海哩及40海哩減速與燃油轉換方案時均有環境及成本效益;但散裝船在20海哩及40海哩減速且執行燃油轉換，需要付出額外的成本，以capesize為例，其減排成本在20海浬與40海浬時，分別為432美元/噸及443美元/噸。

The aim of this research is to assess the benefits of vessel reducing speed and fuel transfer for large merchant vessels (bulk and container) entering Kaohsiung Port. This thesis adopts an activity-based model to calculate fuel consumption and emissions, as well as setting up four scenarios: (1) vessel decrease in speed to 12 knots away from port 20 nm. (2) vessel decrease in speed to 12 knots away from port 40 nm. (3) vessel decrease in speed to 12 knots and transfer fuel away from port 20 nm. (4) vessel decrease in speed to 12 knots and transfer fuel away from port 40 nm. Then using the CATCH model, the effectiveness of reducing emissions is assessed. The findings are as follows: (1) In scenario one, container vessels reduced about 41% of CO2,SO2 emissions; bulk vessels reduced about 14% CO2,SO2 emissions. In scenario two, container vessels reduced about 83% CO2,SO2 emissions; bulk vessels reduced about 28% CO2,SO2 emissions. In scenario three, container vessels reduced about 48% SO2 emissions; bulk vessels reduced about 43% of SO2 emissions. In scenario four, container vessels reduced about 97% SO2 emissions; bulk vessels reduced about 87% SO2 emissions. (2) Bigger vessels demonstrated higher environmental benefits. Without any reduction policy, in the case of bulk carriers, Capesize emitted 2.8g CO2 and 0.05g SO2 per nm, Handysize emitted 6.68g CO2 and 0.11g SO2 per nm. In regard to container vessels, Post-Panamax emitted 15.71g CO2 and 0.27g SO2 per nm, Small emitted 21.69g CO2 and 0.37g SO2 per nm. If adding a vessel speed reduction scenario, Capesize emitted 2g CO2 and 0.034g SO2 per nm; Handysize emitted 4.78g CO2, and 0.081g SO2 per nm. Post-Panamax emitted 2.69g CO2 and 0.046g SO2 per nm; Small emitted 3.71g CO2 and 0.063g SO2 per nm. Under conditions of speed reduction and
adding a fuel transfer scenario, Capesize emitted 0.006g SO2 per nm; Handysize emitted 0.015g SO2 per nm; Post-Panamax emitted 0.008g SO2 per nm, and Small emitted 0.012g SO2 per nm. (3) Using the CATCH model to assess the effectiveness of the four scenarios, it was found that container vessels have both environmental and cost benefits, but bulk carriers must assume extra expenses. For example, the reduction emission cost for Capesize in scenario 3 is 432 USD/ton, and it is 443 USD/ton in scenario 4.

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