為減少海運業的溫室氣體排放量，國際海事組織（IMO）於2018年通過國際海運氣候變遷策略，訂定了海運的減排目標，希望藉以推動海運業邁向低碳。此外，國際海事組織與歐盟皆曾提出海運業實施碳排放交易制度的可能性。有鑒於此，本研究首先以IMO提出之2050年排放目標，設定2018年至2050年各階段的排放目標；再者，根據上述排放目標，分析海運碳排放交易制度實施時的免費碳權配額問題，並提出最佳化免費碳權配額數量，與航線經營者的減排策略建議。
本研究建構海運碳權配額問題的多目標模型，模型目標包括最大化海運航線經營者的經濟效益，以及最大化免費碳權配額的比例。研究結果顯示，海運碳交易機制的確能促使航線經營者採取減排措施，並在2050年達到減排目標。碳權配額設定層面，最佳化免費碳權配額比例，可以有效減少航線排放量，其中航線各期間之最佳化免費碳權配額比例依序如下，貨櫃航線為74%、48%與47%；散裝航線為36%、27%與19%；油輪航線為55%、31%與40%。減排效果層面，與基礎情境相比，貨櫃航線、散裝航線與油輪航線分別能達到42%、40%與41%的減量。在最佳化減排策略層面，三種航線皆採取減速20%與減速30%，可達到減排效果，唯未選擇使用LNG（液化天然氣）燃油，顯示使用LNG燃油所產生的額外減排成本，高於自碳交易市場購買碳權的成本，因而降低航線經營者選擇使用LNG燃油的誘因。本研究建議，海運碳交易市場有成立之必要性，另政策制定者應致力於投資與研發更有效的船舶減排技術，以提升航線經營者的減排動機，才得以有效增加未來海運部門減排量。

IMO had adopted an initial strategy, setting out a vision for decarbonizing the international shipping sector. Moreover, both EU and IMO had also proposed the possibility of reducing shipping CO2 emissions through carbon trading market. In view of this, this study analyze one of the barriers while implementing carbon-trading market in shipping industry, which is the issue of carbon allowance allocation. Hence, this study develop a multi-objective model with consideration of different needs. The results show that, compared with the situation which takes no action on carbon mitigation, container, bulk and tanker shipping routes can achieve 42%, 40% and 41% carbon reduction respectively after implementing the carbon trading market. Moreover, shipping operators have adopted a 20% speed reduction and a 30% speed reduction in order to achieve the emission reduction target. However, applying LNG fuel hasn’t been regard as a option for all operators, indicating that the additional carbon reduction cost generated by applying LNG fuel is too high, thus it reduce the incentives for operators to use LNG fuel.

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