歐盟從2012年起將開始把國際航空運輸納入碳排放交易機制(European Union Emissions Trading Scheme, EU ETS)中，以對抗全球氣候暖化。此舉對航空運輸業之影響深遠，即自2012年起，不論歐盟與非歐盟籍之航空公司，飛航歐洲境內起降航班及到離歐盟境內機場之航班，均納入EU ETS範圍內，徵收碳排放交易稅(簡稱碳排稅)。鑒此，航空運輸業之節能減碳將成為重要趨勢，且成為航空公司之核心營運策略。航空公司如何因應碳排稅進行營運策略之調整、重新規劃航線、班機頻次、機型指派，以達到節能減碳之目標，即成為值得深入研究與探討之議題。
本研究主要探討航空公司因應歐盟EU ETS航空碳排稅下之航線網路最適對策規劃，嘗試考慮航空碳排稅最小化、航空公司成本及旅客一般化成本最小化，並整合旅客需求互動架構，建構航空公司航線網路多目標規劃模式。透過模式求解與分析，探討航空公司航機減排措施與最適航線與班機因應調整規劃。並分析規劃結果在碳排量、班機頻次、營運成本、票價之影響，且探討旅客受票價調整之航線旅客運量反應變動，深入剖析目標函數值之間的權衡取捨率，以及碳排對策之正面效益與負面影響之間的相互權衡。最後，本研究以我國國籍航空公司為應用範例，進行模式驗證與求解，再透過情境分析與敏感度測試，探討重要參變數之影響，如碳排額度變動、碳交易價格變動、承載率變動、加入新型航機重新規劃以及新增航點重新規劃，分析航空公司因應對策所產生之碳排稅效益及其對航空公司成本與旅客一般化成本之影響，並推論航空公司具體可行之因應策略。本研究透過範例分析進行模式之求解，範例分析結果顯示，歐洲航線之承載率提高後，航線頻次會降低，可有效減少碳排稅。置換航機後顯示，使用新航機具有節省燃油之效益，大幅降低碳排稅，航空公司營運成本以及旅客一般化旅行成本亦會降低。當航點增加，改採轉機航線時，縮短進入歐洲航線之航距，具較有節省碳排稅之效益。綜上所述，航空公司可衡量本身機隊條件、各航線特性，規劃決策最適之航線、機型與頻次，以降低航空碳排稅對營運及旅客之衝擊。

Based on the implementation of the European Commission on including the aviation sector into the European Union Emission Trading Scheme (EU ETS), airlines will face the severe challenge on airline emission charges. Non-European airlines will be included from 2012 with their flights that operate in and out of the European Union (EU). Therefore, how to design and planning a network in response to airline emission charges and changes in demand is very important for airlines to enhance their performance and remain competitive.
This study develops an airline network modeling responsive to airline emission charges, to determine the operational strategies in airline flight frequencies, routing, aircraft emission reduction, aircraft re-assignment. The demand-supply interaction for airline network resulted from the changes in passenger demand is also discussed. This study develops a multiobjective programming model for airline network planning that systematically minimizes the total emission charges, the total airline operating costs, and the total passenger generalized costs. This study proposes an algorithm that integrated weighted-sum method and an interative scheme to solve the airline network multiobjective programming problem with demand-supply interactions. A case study with selected airline flight networks and other data was provided to illustrate the results and the application of the proposed models. Moreover, a group of optimal airline network plans was determined by applying multiobjective programming. These groups of solutions not only provide flexibility in decision making with three objectives, but also show the trade-offs between benefits of emission reduction and costs of airline and passengers. Sensitivity analysis and scenario analysis were also discussed. The numerical results explored the effect of airline emissions charges on airline flight routing and frequencies, aircraft types and assignment, and network structure. The results of this study provide higher flexibility on decision-making for airline network design in response to airline emission charges.

目  錄
誌謝	i
中文摘要	iii
英文摘要	iv
目  錄	v
表  目  錄	vi
圖  目  錄	vii
第一章 緒論	1
1.1背景與動機	1
1.2研究目的	2
1.3研究範圍	3
1.4研究流程與架構	4
第二章 文獻回顧	7
2.1歐盟EU ETS航空碳排稅規範	7
2.2航空網路規劃相關文獻	11
2.2.1經濟與計量分析方法	11
2.2.2作業研究/數學規劃模式	12
2.3航空碳排稅對航空公司影響相關文獻	15
2.4航空公司節油減碳之措施	17
2.5小結	25
第三章 模式建構	26
3.1航空公司航線網路與營運成本	26
3.2旅客一般化成本與反應函數	29
3.3航空碳排稅函數	32
3.4航空公司航線網路多目標規劃模式與求解	34
第四章 範例分析	38
4.1航空網路航線機型頻次規劃	38
4.2航空網路規劃分析	48
4.3敏感度與情境分析	56
4.4小結	84
第五章 結論與建議	86
5.1 結論	86
5.2 建議	88
參考文獻	89



表  目  錄
表2. 1餐車減重之減碳成效	20
表2. 2紙本減重之減碳效果	20
表2. 3航空公司之節油減碳措施比較	24
表4. 1 C航空公司網路之航線設定	41
表4. 2可行機型及承載率	41
表4. 3各機型相關資料	42
表4. 4 C航空公司起迄對之每週運量預測	42
表4. 5各航線可行機型之單位哩程成本	43
表4. 6各航線可行機型之耗油量	44
表4. 7旅客航線票價	46
表4. 8機場時間估算結果	46
表4. 9各航線之旅客旅行時間	47
表4. 10歐盟碳交易市場下C航空公司之碳額度	47
表4. 11航線網路規劃結果	52
表4. 12權重組合之非劣解彙整表	54
表4. 13碳排額度變動後之網路規劃結果	58
表4. 14碳交易價格變動之網路規劃結果	62
表4. 15承載率變動後之網路規劃結果	67
表4. 16各航線之新增候選機型與承載率	71
表4. 17新增候選航機之資料	71
表4. 18各航線之新增候選機型之單位哩程成本	72
表4. 19各航線之新增候選機型之航線耗油量	72
表4. 20加入新機型後重新規劃結果	74
表4. 21航空公司購置新機型之益本比	76
表4. 22 C航空公司新航點之航線設定	78
表4. 23新航點航線可行機型及承載率	78
表4. 24 C航空公司新航點之起迄對每週量預測	78
表4. 25新航點航線可行機型之單位哩程成本	79
表4. 26新航點航線之可行機型耗油量	79
表4. 27新航點航線之旅客票價	79
表4. 28新增航點之航線網路規劃結果	81




圖  目  錄
圖1. 1研究流程圖	5
圖1. 2研究架構圖	6
圖2. 1碳交易額度之情境示意圖	9
圖2. 2 EU ETS之工作與推動時程	10
圖3. 1多目標規劃與供需互動求解流程	36
圖4. 1航空公司航線網路示意圖	39
圖4. 2不同權重與相對應非劣解之目標空間	55
圖4. 3 Z1Z2之目標空間圖	55
圖4. 4 Z2Z3之目標空間圖	55
圖4. 5 Z1Z3之目標空間圖	55
圖4. 6不同免費碳額度下之航空公司營運成本變動情形	59
圖4. 7不同免費碳額度下之旅客一般化旅行成本變動情形	59
圖4. 8不同免費碳額度下之碳排稅變動情形	60
圖4. 9不同免費碳額度下之每位旅客之碳排稅比較	60
圖4. 10不同碳交易價格下之航空公司營運成本變動情形	63
圖4. 11不同碳交易價格下之旅客一般化旅行成本變動情形	63
圖4. 12不同碳交易價格下之碳排稅變動情形	64
圖4. 13不同碳交易價格下之每位旅客之碳排稅比較	64
圖4. 14不同承載率下之航空公司營運成本變動情形	68
圖4. 15不同承載率下之旅客一般化旅行成本變動情形	68
圖4. 16不同承載率下之碳排稅變動情形	69
圖4. 17不同承載率下之每位旅客之碳排稅比較	69
圖4. 18加入新機型後之航空公司營運成本變動情形	75
圖4. 19加入新機型後之旅客一般化旅行成本變動情形	75
圖4. 20加入新機型後之碳排稅變動情形	75
圖4. 21新增航點後之航空公司營運成本變動情形	82
圖4. 22新增航點後之旅客一般化旅行成本變動情形	82
圖4. 23新增航點後之碳排稅變動情形	83
圖4. 24新增航點前後之每位旅客之碳排稅比較	83

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