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All-electric tugboats (AETs) produce fewer carbon emissions, but their battery charging requirements can lead to ship delays, which may increase the overall carbon emission costs in ports. Therefore, it is essential to study the carbon emission reduction performance of AETs in ports and compare their effectiveness with that of diesel tugboats (DTs). This paper establishes scheduling optimization models for AETs and DTs, respectively, using the sum of tugboat carbon emissions and ship delay carbon emissions as the objective function. Taking a day's data from three port areas in Ningbo-Zhoushan Port as an example, the Gurobi solver is employed to find the optimal solution. A comparative study is conducted on the minimum tugboat carbon emission cost and total carbon emission cost when AETs and DTs with the same horsepower and quantity are used to handle the same ships. The results show that if only the carbon emission cost of tugboats is considered, AETs can reduce carbon emission costs by 9.5% to 22.9% compared to DTs. However, when considering the overall carbon emission cost of the port areas, AETs still demonstrate good carbon emission reduction effects when handling fewer than 8 ships. When the number of ships exceeds 8 and the port is busy, the charging requirements of AETs increase the overall carbon emission cost of the port by 24.68%, which is not conducive to port carbon emission reduction.

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纯电动拖轮碳排放少，但其电池充电问题会导致船舶延误，从而增加港区整体碳排放成本。因此，有必要针对港口纯电动拖轮的碳减排表现进行研究，探究纯电动拖轮相较于柴油拖轮在港口作业中的碳减排效果。文章以拖轮碳排放和船舶延误碳排放之和最低为目标函数，分别建立纯电动拖轮和柴油拖轮的调度优化模型，以宁波舟山港三个港区某天数据为实例，利用Gurobi求解器寻求最优解，并将相同马力和数量的纯电动与柴油拖轮处理相同船舶时最低拖轮碳排放成本和碳排放总成本对比研究。结果表明，若仅考虑拖轮碳排放成本，纯电动拖轮相较柴油拖轮可降低碳排放成本9.5%~22.9%；若考虑港区整体碳排放成本，纯电动拖轮在处理8艘以下船舶时仍具有良好的碳减排效果，但在船舶数量超过8艘、港口繁忙时，纯电动拖轮充电问题反而会增加港口整体碳排放成本（24.68%），不利于港口减排。

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施志洋（1999—），男，硕士研究生，研究方向为港口碳减排。E-mail: szy1999128@163.com

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施志洋（1999—），男，硕士研究生，研究方向为港口碳减排。E-mail: szy1999128@163.com

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