旅程時間制約下における島嶼旅客輸送のための船舶 fleet・桟橋充電・太陽光発電・蓄電池の統合最適化
Integrated optimization of vessel fleets, pier charging, photovoltaics and storage for island passenger transport under a journey-time constraint (原題)
Kornpaphop Ruttanawijit, Pimphun Sujarinpong, Manassara Riensumettharadol, Piyapak Bhumibhamorn, Ratthakrit Reabroy, S. Sukprasertchai, Y. Tiaple
🤖 gxceed AI 要約
日本語
タイの4島嶼群・7航路を対象に、電動旅客船の船隊、桟橋充電、太陽光発電、蓄電池、運航速度を二目的混合整数線形計画で同時最適化した。旅程時間が実現可能性を決め、バッテリー航続距離ではない。20構成中16が最大41%の排出削減を達成するが、経済的には成立せず、損益分岐炭素価格は8,296〜16,070米ドル/tCO2eと取引価格の約3桁上。桟橋PV＋蓄電池のみがわずかに採算可能。
English
A bi-objective MILP jointly optimizes electric vessel fleets, pier charging, PV, storage and speed for seven routes across four Thai island clusters. Journey time, not battery range, determines feasibility. Sixteen of twenty configurations cut emissions by up to 41%, but none is economically viable: break-even carbon prices of USD 8,296–16,070/tCO2e are ~3 orders of magnitude above traded prices. Only pier PV with storage is marginally viable.
Unofficial AI-generated summary based on the public title and abstract. Not an official translation.
📝 gxceed 編集解説 — Why this matters
日本のGX文脈において
日本でも離島旅客船の脱炭素化は地域GXの課題であり、旅程時間制約や充電インフラの統合設計は、国内の離島航路や港湾脱炭素化政策の検討に示唆を与える。ただし経済性の厳しさは炭素価格制度や補助金設計の重要性を示す。
In the global GX context
This study provides a rigorous framework for electrifying island passenger transport, highlighting that journey-time constraints and infrastructure integration are critical. It underscores the need for carbon pricing or subsidies to make such projects viable, relevant to global decarbonization efforts in maritime transport and island economies.
👥 読者別の含意
🔬研究者:旅程時間制約が電動船の実現可能性を左右することを定量的に示し、統合最適化モデルの枠組みを提供する。
🏢実務担当者:離島航路の電動化検討時に、船隊・充電・再エネの統合設計と経済性評価の手法として参考になる。
🏛政策担当者:離島交通の脱炭素化には炭素価格や補助金が不可欠であることを示唆し、政策設計の基礎資料となる。
📄 Abstract（原文）
Battery-electric passenger boat studies usually treat range, charging and capital cost as binding constraints, assume near-zero-carbon grids, and ignore the speed passengers already receive. We developed a bi-objective mixed-integer linear program that jointly sizes the vessel fleet, charging infrastructure, pier photovoltaics, battery storage and discrete service speed for seven scheduled routes across four Thai island clusters, minimising discounted cost and maximising emission reduction against a scope-matched diesel baseline. Electrified journey time may not exceed the fastest incumbent's beyond a scanned tolerance. Inputs combine published pier coordinates, operator timetables, the national vessel registry, Marine Department passenger statistics and Coriolis fuel-meter measurements on twelve vessels; carbon credit potential is computed ex ante but not optimised. Journey time, not battery range, determines feasibility: it excludes every displacement hull, and two of seven services cannot be served by any commercially available vessel. Eligible electric vessels carry 10–30 passengers against incumbents of 8–350, so optimal fleets reach 24–968 vessels and USD 35.2–693.9 million of investment. Sixteen of twenty configurations cut emissions by up to 41.0% of the baseline; the other four increase them by up to 5.5% under a grid emission factor of 0.4857 kg CO2 kWh−1. No configuration is economically viable: break-even carbon prices of USD 8,296–16,070 per tCO2e lie close to three orders of magnitude above traded prices. Only pier photovoltaics with storage is marginally viable (net present value USD 0.22 million), supplying 45%–50% of charging energy. Electrifying non-speed-competitive services is justified now; speed-competitive services await larger high-speed electric vessels.
🔗 Provenance — このレコードを発見したソース
- semanticscholar https://doi.org/10.1093/ce/zkag080first seen 2026-11-04 05:25:43 · last seen 2026-11-06 05:17:45
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