編者的話
ISSN 1022-9671
石油季刊 第61卷 第2期
01
航空與海運業脫碳的挑戰與展望
林茂文(Dr. Maw-Wen Lin)
當今航空與海運業的碳排放占全球二氧化碳總排放量的5.5%,若這兩個產業能夠成功實施減碳目標,將對永續發展目標產生正面影響。歐盟和美國分別根據「歐盟永續航空燃料倡議(ReFuelEU Aviation Initiative)」和「永續航空燃料重大挑戰路線圖實施框架(SAF Grand Challenge Roadmap Implementation Framework)」所設定的擴張計畫引入永續航空燃料 (Sustainable Aviation Fuel, SAF),到2050年SAF將占歐洲航空燃料的85%,美國的目標更大,政府計畫到2050 年全面轉向SAF,占美國航空燃料的100%。聯合國國際海事組織(IMO)於2024年3月提出修訂後的策略目標:在2030年前減少海運排碳20%,2040年前減排至70%,2050年達成淨零碳排;並率先自2027年開徵全球性的碳費,未來船舶碳排若超出配額,將需支付每噸最高380美元的溫室氣體排放費。這兩個難以減排的產業,在實現具有成本效益的轉型方面面臨了重大的挑戰,究應採用哪些減排技術仍存有爭議,有些技術則尚來準備好實施。因此,有效脫碳方法的政策支援和國際合作,對於航空與海運業減排成功與否至關重要。
本文首先探討全球航空與海運碳排放的回顧與展望,說明全球航空與海運業積極推進低碳/零碳及相關產品發展的進程。接著,研析SAF 將成為航空業減排的中流砥柱,這是一種能與現有飛機相容的液體替代燃料,它船自生質或是由氫和捕捉的碳,透過電轉液化燃料(PtL)技術合成。同時,研析海運業逐步淘汰純化石燃料動力舶,轉型朝向從LNG、甲醇到氫、氨等脫碳的多元「綠色燃料」。最後研析台灣航空與海運業的脫碳策略與作法,向零碳排、數位化與智慧化轉型,持續致力於航空與海運產業的永續經營。
Today, aviation and shipping industries account for 5.5% of global carbon dioxide emissions. If these two industries can successfully implement carbon reduction targets, it will have a positive impact on the Sustainable Development Goals. The EU and the US have introduced sustainable aviation fuel (SAF) according to the expansion plans set by the "ReFuelEU Aviation Initiative" and the "SAF Grand Challenge Roadmap Implementation Framework", respectively. By 2050, SAF will account for 85% of European aviation fuel. The US goal is even greater. The government plans to fully switch to SAF by 2050, accounting for 100% of US aviation fuel. In March 2024, the International Maritime Organization (IMO) of the United Nations proposed a revised strategic goal: to reduce carbon emissions from shipping by 20% by 2030, to 70% by 2040, and to achieve net zero carbon emissions by 2050; and to take the lead in imposing a global carbon fee from 2027. In the future, if the carbon emissions of ships exceed the quota, they will have to pay a greenhouse gas emission fee of up to US$380 per ton. These two industries that are difficult to reduce emissions face major challenges in achieving a cost-effective transformation. There is still controversy over which emission reduction technologies should be adopted, and some technologies are not yet ready for implementation. Therefore, policy support and international cooperation for effective decarbonization methods are crucial to the success of aviation and shipping industries in reducing emissions.
This article first explores the review and outlook of global aviation and shipping carbon emissions, and explains the progress of the global aviation and shipping industries in actively promoting the development of low-carbon/zero-carbon and related products. Next, we will analyze how SAF will become the mainstay of emissions reduction in the aviation industry. It is a liquid alternative fuel that is compatible with existing aircraft. It comes from biomass or is synthesized from hydrogen and captured carbon through power-to-liquid (PtL) technology. At the same time, we will analyze how the shipping industry will gradually phase out pure fossil fuelpowered ships and transform toward a variety of "green fuels" that are decarbonized, from LNG, methanol to hydrogen, ammonia, etc. Finally, we will analyze the decarbonization strategies and practices of Taiwan's aviation and shipping industries, transforming towards zero carbon emissions, digitalization, and intelligence, and continue to be committed to the sustainable operation of the aviation and shipping industries.
02
利用震測相分析探討台灣西南外海深水區域沉積環境與探勘潛能
廖韡智(Wei-Zhi Liao)
本研究目標為了解區域內具探勘潛力的區域分布,根據震測資料解釋與層序分析成果,選取了南(S區)北(N區)各一研究區域,以區域內之晚中新世及晚上新世地層作為研究標的。利用震測相分析方法ABC Method,在研究區域內共分類了6種震測相。根據6種震測相分析的結果,解析辨識研究區域在堆積時的沉積環境,並且標示出可能具有油氣儲集潛能的區域。分析結果認為,研究區域N區位在深水環境中海底水道與深水扇發育的區域,可觀察到與複合水道堆積相關的震測相分布,地層中堆積具油氣儲集潛力的厚層砂岩。S區則位在深水沉積環境的最尾端,主要堆積較細顆粒的沉積物夾以薄層的砂層,在沒有明顯的封閉構造下,油氣儲集潛力較低。本研究的成果,解釋台灣西南外海深水區域內的沉積環境,可提供未來進行綜合評估使用。後續亦可藉此成果持續研擬其他相關的分析研究,提升本區域研究的成果。
This study focused on understanding the distribution of prospects in the deep-water area offshore southwestern Taiwan. Based on seismic data interpretation and sequence analysis, the Late Miocene and Late Pliocene, as well as one study area in the north (N Area) and another in the south (S Area), were selected as the study targets. The seismic facies analysis method, named as ABC Method, was used for understanding the sedimentary environments. 6 kinds of seismic facies were identified. The analysis results show that the N Area was in the area where submarine channels and deep-water fans develop in deep water environments. Seismic facies distribution related to the accumulation of channels complex can be observed, and thick sandstones with oil and gas reservoir potential are accumulated in the formation. The S Area was located at the end of the deep-water sedimentary environment. It mainly accumulates finer-grained sediments interspersed with thin layers of sand. In the absence of obvious trap structures, the oil and gas reservoir potential are low. The results can explain the depositional environment, provide comprehensive assessments, and develop further related analyses and research to improve our understanding of exploration research in the study area.
03
氫氣製造單元(HYD)全氣(甲烷氣)入料改善
袁大成(Ta-Cheng Yuan); 周志強(Chih-Chiang Chou); 楊鎔(Yang Jung); 郭銘讚(Ming-Tsan Kuo)
為響應政府節能減碳政策,依循公司ESG推動宗旨,煉二廠對廠內能源耗用、碳排放等發生源進行盤查改善。第一套氫氣製程單元(Hydrogen Plant 1 Unit,簡稱HYD#1),原設計為液態入料LPG(或輕油)及煉油廠自產飽和尾氣(C2~C3, Tail Gas);經與技術廠商評估檢討,以氣態低碳原料取代液態LPG(或輕油)作為氫氣單元入料,可減少純化段尾氣的溫室氣體排放量,並降低製程能耗用量。經檢討後塑化烯烴部製程產出的甲烷氣(副產品),可作為氫氣單元入料(氣態低碳原料取代液態LPG 或輕油),以降低溫室氣體排放(二氧化碳)與減少能源使用的目的,經台塑石化煉油部和烯烴部二個事業部跨廠整合協調改善完成後,共節省燃氣14,952噸/年、增產蒸汽45,568噸/年、降低原物料7,832噸/年。
In response to the government's energy conservation and carbon reduction policies, and in line with the company's ESG (Environmental, Social, and Governance) initiatives, the Refinery’s hydrogen plant No.2 has conducted a comprehensive review and improvement of energy consumption and carbon emissions sources within the plant. The first hydrogen plant unit (HYD#1) was originally designed to use liquid fuel LPG (or naphtha) and refinery-produced saturated tail gas (C2~C3 Tail Gas). After evaluation with technical vendors, it was determined that replacing the liquid LPG (or naphtha) with gaseous low-carbon fuel as the hydrogen unit feed can reduce greenhouse gas emissions from the purification section and conserve the energy. Upon review, it was found that methane gas (a by-product) produced from the polymerization olefin department can be used as feed for the hydrogen unit (gaseous low-carbon fuel replacing liquid LPG or naphtha) to achieve the goals of reducing greenhouse gas emissions (carbon dioxide) and decreasing energy usage. Therefore, this improvement project is being promoted through the integration of energy resources across plants. A total of 14,952 tons/year of gas saving, 45,568 tons/year increase in steam production, and 7,832 tons/year reduction in raw materials were achieved.
04
重油脫硫工場反應器驟冷氫氣管線評估和應力監控案例分享
王聖博(Sheng-Bo Wang); 蘇志生(Jhi-Sheng Su); 蘇俊吉(Chun-Chi Su); 陳孟宏(Meng-Hung Chen); 陳勁中(Chin-Chung Chen); 吳柏毅(Po-Yi Wu); 方彥朝(Yen-Chao Fang)
本案針對重油脫硫工場反應器16 吋油料管線與4 吋驟冷氫氣 (Quench Gas)插管內角隅熱疲勞裂縫探討。大修檢查發現,內部接合處存在多條裂縫,最長為18mm。此管線操作壓力高達 160 kg/cm2。油料溫度約360°C、氫氣溫度約70°C,兩管線交界區溫差達290°C,材料長期處高溫度梯度環境易產生熱疲勞。插管的內角隅(inner corner),屬於高應力集中區域,熱疲勞加上應力集中導致內角隅發生裂縫。因短期內無法獲得新16吋油料管線,且現有裂縫無法修復,處理不當恐難收拾,若等待新品到貨再進行拆換,開爐時間將拖延很長,嚴重影響公司收入及油料調度,為按照預定計畫及確保開爐後操作安全性,除將有裂縫之4 吋插管盲封,並在臨近增設一新4 吋驟冷氫氣插管。開爐前先採用美國石油協會(American Petroleum Institute, API)API-579 規範中失效評估圖(Failure Assessment Diagram , FAD)方法,評估4 吋有裂縫之盲封管線安全性。除確認目前最大裂縫尺寸是否安全,也評估三種臨界情況 (臨界裂縫深度、臨界內壓、臨界材質破裂韌性)。為及時掌握設備狀況,還加裝微應變感測器,透過感測點的應力變化,預知裂縫長度變化或異常,有足夠時間降壓處理。在API-579 FAD 裂縫評估,及即時監測雙重安全保障下,工場18個月操作週期順利運轉無異常發生,協助公司創造效益約四億五千萬元。
This study examines thermal fatigue cracks at the inner corner of the junction between a 16-inch oil piping and a 4-inch quench gas (hydrogen) injection piping in a residue oil desulfurization unit. During a major maintenance inspection, several cracks were found, with the longest measuring 18 mm. Given the piping's operating pressure of 160 kg/cm², a safety assessment was conducted to ensure safe production and reduce unplanned shutdown losses.The hydrogen gas temperature is 70°C, while the oil temperature is around 360°C, creating a thermal gradient of 290°C at the junction. This high thermal gradient, combined with stress concentration at the inner corner of the pipe, led to the development of cracks. Due to the unavailability of a replacement 16-inch piping and the inability to repair the existing cracks, the cracked 4-inch pipe was sealed, and a new one was installed to avoid prolonged downtime.To ensure safety before restarting the unit, the Failure Assessment Diagram (FAD) method from API-579 was applied to evaluate the sealed 4-inch pipe. The assessment covered critical crack size, internal pressure, and material toughness. Additionally, strain gauges were installed to monitor stress variations, providing early warnings. With the FAD analysis and real-time monitoring, the unit operated safely for an 18-month cycle without issues, generating approximately NT$450 million in economic benefits.
05
植物型切削油開發成效
何筠怡(Yun-I Ho); 李昆鴻(Kun-Hong Lee); 王淑麗(Shu-Li Wang)
為實現2050淨零排放目標,台灣政府訂定策略因應,節能為其中一項,能源使用上以工業及運輸佔比最大,據統計,機械設備中液壓系統、冷卻系統及潤滑系統在整體能源需求量高,此外,摩擦也是能源消耗的一大來源,因此潤滑性能的優劣對於能耗具相當程度的影響,如能提升潤滑油的磨潤特性對於節能有正面助益。另一方面,市面上的潤滑油產品仍以礦物油型潤滑油為大宗,其雖具有良好的低溫黏度特性,且價格相對便宜,但可能會因為不當的操作、排放或洩漏造成環境的危害,不僅有廢棄物污染的問題,對於環境及操作人員的健康亦存在危害風險。本研究以現有的潤滑油脂配方技術,搭配植物性基礎油,開發低毒性、環保並具循環經濟效益的植物型切削油。與市面上同屬植物性之切削油比較,植物型切削油除可維持同等加工效率,在冷卻性上更有優異表現。另進行為期半年實機性能測試以確認產品是否符合市場需求,經測試,油品性能不僅可達到客戶所要求的精密度,亦能降低人員皮膚過敏狀況。
For the purpose of Net-Zero Emission by 2050, Taiwan government has formulated strategies, including energy saving. Among the industries, industry and transportation are the largest sectors of energy use. According to the statistics, hydraulic, cooling and lubricating systems in machinery have high energy demand. Furthermore, friction is a major source of energy consumption which might be impacted by the quality of lubrication performance. If the tribology properties of the lubircants can be improved, it would be a positive effect on energy conservation.Additionally, mineral-oil based lubricants still dominate the market. Although it owns good lowtemperature viscosity characteristics and are relatively cheaper, it may harm the environment because of improper operation, discharge and leakage. This includes not only waste pollution issues, but also the risks of the environment and operation personnel. In this study, vegetablebased base oil is selected utilizes our existing lubricant formulation technology and select to develop low-toxicity, environment-friendly bio-based cutting oil which also meets circular economy. Compared with commercial bio-based cutting oil products, ours can maintain the same efficiency, and own better cooling performance. In addition, a six-months vehicle test is conducted to examine our product meets the market demand or not. After the test, the bio-based cutting oil not only fulfills the precision which the customer requires, also improve the skin sensitization problem.
06
脫硝觸媒再生技術建立與應用
郭奐廷(Huan-Ting Kuo); 林昀葶(Yun-Ting Lin); 楊英傑(Ying-Chieh Yang); 李美津(May-Chin Lee); 王湘瑜(Hsiang-Yu Wang); 林建宏(Chien-Hung Lin)
為了提升空氣品質,政府致力於降低汙染源之NOx 排放。選擇性催化還原技術是達成此目標之重要手段。本技術中之關鍵為脫硝觸媒,其會隨著使用時間增加逐漸失去活性而需要定期更換。然而,許多使用後汰換之觸媒經由再生程序處理仍可繼續使用。將此些具有再生後持續使用潛力之觸媒丟棄,除了造成不必要之浪費外,亦對環境造成沉重負擔。因此,本公司開發了脫硝觸媒再生技術,並透過煉油廠工場歲修更換觸媒之機會,放大觸媒再生規模並實廠驗證技術應用可行性。考慮到工場運作順暢原則,且為首次實廠驗證,故全部12個觸媒模組中選擇其中2個導入再生觸媒,透過長期監控與數據分析,釐清再生觸媒之運作效率。
再生後觸媒經由分析測試得知其表面汙染物已有效去除且活性金屬含量提升,而脫硝性能也已恢復至新觸媒之水準。再生觸媒模組與新觸媒模組一同放入工場SCR反應器後已連續操作四個月,出口NOx 濃度始終維持在15ppm 以下,低於該場排放環保承諾值27ppm。本技術已獲得初步實廠驗證,未來將持續追蹤再生觸媒穩定性。透過觸媒再生過程中各項費用及本公司觸媒使用量計算,本技術可節省本公司每年脫硝觸媒採購費用約台幣579萬元;透過環境損益評估計算,本技術每年可替本公司產生308,398元之環境效益。
In order to improve air quality, the government is committed to reducing NOx emissions from pollution sources. Selective catalytic reduction (SCR) technology is an important method to achieve this goal. The key to this technology is the SCR catalyst, which gradually loses activity over time and needs to be replaced regularly. However, many replaced catalysts can still be used after the regeneration process. Discarding these catalysts, which have the potential for continuous use after regeneration, not only causes waste but also pollutes the environment.Therefore, the SCR catalyst regeneration technology was developed in our company and the feasibility of application was verified by the regeneration technology scale-up, introducing the regeneration catalyst modules into the SCR reactor during the annual maintenance of a unit in the factory. In order to maintain the smooth operation of the unit and reduce the risk, only 2 of the 12 catalyst modules are regenerated catalysts. Through long-term monitoring and data analysis, the operating efficiency of the regenerated catalysts was clarified.
The results of analysis and testing of the regenerated catalyst revealed that surface contaminants were effectively removed and the content of active metals increased, while the denitrification performance had returned to the level of new catalysts. The regenerated catalyst module and the new catalyst module were put into the SCR reactor of the unit and have been in continuous operation for four months. The outlet NOx concentration was always maintained below 15 ppm, which was lower than the 27 ppm environmental commitment value of the unit’s emissions. This technology has been initially verified in the factory, and the stability of these regenerated catalysts continues to be tracked. Calculation of various expenses in the catalyst regeneration process and the company's catalyst usage shows that this technology can save the company's annual SCR catalyst purchase cost of approximately 5,790,000 NT dollars; and calculating of environmental profit and loss assessment shows that this technology can generate environmental benefits of 308,398 NT dollars for the company each year.