隨著環保意識的升起，許多國家與環保組織開始注重環境保護以及全球暖化的議題。溫室氣體的排放將會造成全球暖化的惡化以及嚴重的空氣汙染影響人類的健康，如二氧化碳(CO2)、甲烷(CH4)、硫氧化物(SOX)、氮氧化物(NOX)以及懸浮微粒(PM2.5及PM10)等。大部分是因為能源、工業、交通以及居住活動所產生，且交通運輸為溫室氣體排放中第二大的來源。台灣為一海島國家，99%的國際貿易經由海運完成，高雄港，台灣的第一大港，擁有台灣70.3%的貨櫃裝卸量，且是美西與遠東的重要樞紐港口，港口每年排放大量的溫室氣體造成嚴重的環境破壞，因此，港口區域的溫室氣體排放是不可被忽略的。
各國為了應對此情況提出了諸多綠色港口策略，並可以分為船舶操作(如：船舶減速、使用低硫燃料等)與碼頭營運(如：岸電系統、採用電力發動門式機、電動車龍頭等)兩部分。本研究利用作業基礎模式評估高雄港採用綠色港口策略後的溫室氣體與環境成本變化，例如：岸電系統、電力發動門式機、以及電動車龍頭等。為了更深入了解綠色港口策略的實施所帶來溫室氣體及環境成本的減量影響，本研究設定四個情境 (也就是綠色港口完成度30%、50%、80%、及100%)。
本研究透過公式計算後發現，三種綠色港口策略共可以減少-287,580噸二氧化碳、31.64噸甲烷、391.57噸2.5μm懸浮微粒、379.45噸10μm懸浮微粒、372,927噸硫氧化物，以及10,944噸氮氧化物，其中氮氧化物及硫氧化物的溫室氣體減量最大。三種綠色港口策略之中，岸電系統能減少最多的溫室氣體排放，但卻會造成二氧化碳排放的增加，採用電力發動門式機能明顯減少二氧化碳、氮氧化物及硫氧化物的排放，而採用電動車龍頭的溫室氣體減量相較於另外兩種策略少，但在甲烷、2.5μm懸浮微粒及10μm懸浮微粒的溫室氣體減量是顯著的。採用岸電系統較於使用副引擎發動將會造成更多的二氧化碳排放，其原因是因為台灣的發電結構中，火力發電仍為大多數(73.2%)，以及發電廠的單位溫室氣體排放相較於船舶副引擎高。三種溫室氣體當中，採用岸電系統是最有效的策略，每年可以減少19.5億美元的環境成本，而採用電動門式機可以每年減少2.2億美元的環境成本，採用電動車龍頭則可以每年減少1.75億美元的環境成本。由情境分析發現，當三種綠色港口策略的建設完成度只有30%時，每年可以減少7億美元的環境成本，然而當三種綠色港口策略的建設完成度達到100%時，則每年可以減少23億美元的環境成本。最後，本研究提出兩個建議與政策。高雄港務公司應該積極推廣及執行綠色港口策略，實施激勵方案來促進綠色港口設施的興建，以達到更永續發展的環境；再者，應積極推廣綠色電力及解決核能問題，才能使台灣電力排放係數逐漸下降，此外，政府應該推出節稅等政策激勵企業收購綠色電力以促進永續發展的環境。

Global warming has gradually been a serious problem attracting the attentions of numeral international organizations and academia. Greenhouse gas (GHG) emissions, such as carbon dioxide (CO2), methane (CH4), sulfur oxides (SOX), nitrogen oxides (NOX) and particulates (PM2.5 and PM10), cause deteriorating global warming and air pollution and affect human health. Transport sector is one of the main sources for GHG emissions. The Port of Kaohsiung, located in the southern of the Island, is the largest port of Taiwan’s four international ports and ranks the world’s 13th largest port with 9.9 million twenty-foot equivalent units (TEUs) port cargo throughput in 2013. The environmental damage due to the emissions which are resulted from ships and harbor operations in port area cannot be ignored. International ports have widely implemented lots of green port strategies which can be divided into vessel operations (e.g., reducing ship speeds, using low sulfur fuel) and terminal operations (e.g., adopting alternative marine power (AMP) system, using electric rubber tired gantry (RTG), and using electric truck). This study aims to evaluate the changes in GHG emissions and environmental costs using activity based method when the Port of Kaohsiung adopts green port strategies, such as AMP system for berthing ships, electric RTG, and electric truck. In order to further understand the impact of the green port strategy adoption on the reduction in GHG emissions and environmental costs, four scenarios are considered in this study (i.e., the completion rate of the development of the green port strategies reaches 30%, 50%, 80%, and 100%, respectively).
The findings of the study are summarized as follow. Three green port strategies significantly reduce GHG emissions by -287,580 tons of CO2, 31.64 tons of CH4, 391.57 tons of PM2.5, 379.45 tons of PM10, 372,927 tons of SOX, and 10,944 tons of NOX. In particular, NOX and SOX are the two largest reductions in GHG emissions. Among all three green port strategies, adopting AMP system reduces the largest emission of CH4, PM2.5, PM10, NOX, and SOX but CO2 emission is increased. Adopting electric RTG significantly reduces the emissions of CO2, NOX, and SOX. Adopting electric truck contributes less emission reductions in all GHG pollutants than other two strategies. Nevertheless, its reductions in CH4, PM2.5 and PM10 emissions are significant. More CO2 emission was emitted by berthing ships when AMP system is used than when auxiliary engine is used because the majority in the energy structure of Taiwan is thermal power generation (73.2%) and thus, resulting in the inefficiency of utility power generation comparing with auxiliary engine generation. Among three green port strategies, AMP system is the most effective strategy with contributing the value of $1.95 billion a year, electric RTG contributes the value of $222 million a year, but electric truck is the least effective one with only contributing the value of $175 million a year. Under four scenarios, it shows that when the completion rate of green port strategies is 30%, it saves $704 million in the environmental cost a year, and when the completion rate comes to 100%, it saves $2.35 billion of environmental costs a year. Finally, two managerial suggestions and corresponding policy implications are provided. The authority of the Port of Kaohsiung should initiate and implement incentive compatible programs to encourage terminal operators and shipping companies adopt AMP system, electric RTG and electric truck for a cleaner and better port environment. Next, electricity emission factor in Taiwan should be gradually decreased by resolving the construction of nuclear generation and by promoting the ratio of green power with inefficient emission and environmental cost reduction of green port strategies by using utility power. Moreover, enterprises should be encouraged by tax credit to subscribe green power to further promote sustainably developing environment.

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