| 英文摘要 |
The project period was from March 31, 2016 to March 30, 2017. The tasks included reviewing and auditing the air pollution control fee for mobile sources based on the “Air Pollution Control Fee Collection Regulations”, inspecting the data and testing the quality of gasoline and diesel fuels in producers/importers’ refineries, storages, depots, retails and other distribution places based on the “Selling and Importing Permit Management of Automobile Gasoline and Diesel Fuels” and the “Standards for the Composition of Automobile Gasoline and Diesel Fuels”, collecting and analyzing the foreign and domestic regulations of fuels(including automobile fuels and aviation fuels) and bio-fuel(including bio diesel), reviewing the air pollution control fee rate of automobile fuels, evaluating the feasibility of reducing the sulphur content in aviation fuels and collecting the air pollution control fee from aviation fuels. From January to December, the air pollution control fee of both gasoline and diesel collected was 3.092 billion NT dollars. It increased about 4％ comparing to last year. The monthly average reporting volumes of gasoline and diesel also increased. About the web reporting system of air pollution control fees, the system had been corrected and added some new functions, also the entities’ problems with uploading had been solved. The semi-annual scanning result of the system showed no vulnerabilities. The project kept updating the information of reporting volumes and amount of air pollution control fee on the Open Data and the mobile pollution source website of EPA. The accounting audit results from Dec 2015 to Feb 2017 showed that the reporting data of the air pollution control fee were valid. From Jan 2016 to Feb 2017, The average sulfur contents of gasoline and diesel produced by domestic refineries were between 3.6～7.9 mg/kg and 3.1～7.9 mg/kg respectively. For the 400 field inspection operations, the total sampling number of gasoline and diesel fuels was 30 for refineries, 30 for depots, and 341 for gas stations. All the testing results complied with the “Standards for the Composition of Automobile Gasoline and Diesel Fuels”. The Department of Energy (DoE) announced that the automobile diesel didn’t have to add bio-diesel since May 5, 2014. But there is a probability of promoting the B2 policy again. In the aspect of foreign fuel regulations, the main purposes of the fuel quality regulations in European Union were unleaded gasoline and low sulfur content. US Environmental Protection Agency promulgated fuel regulations based on the various evaluation projects including Reformulated Gasoline project, Tier 2 project, and Mobile Source Air Toxics project. But American regulation standards of gasoline and diesel are less strict than European Union. Asian countries like Japan, Korea, China, Singapore and Taiwan are following the fuel standards of European Union mostly. The sulphur content limits of automobile gasoline and diesel were both regulated at 10ppm. The unqualified rate of domestic illegal fuels auditing was 0.03% from January to December, 2016. For reviewing the air pollution control fee rate, it was suggested that the fee rate of diesel should raise to 0.4 NT dollars/Liter, and the fee rate of gasoline stayed at 0.2 NT dollars/Liter. For the old diesel vehicles above 20 years, the suggestion was to add an extra air pollution fee on them. For reducing the sulphur content in aviation fuels, it was suggested that the limitations of 1,500 ppm（mg/kg）, 600 ppm（mg/kg） and 300ppm（mg/kg） in different stages set by European Union could be considered as references. To prevent the impacts to the fuel industry, the period between different stages should be at least 10 years. The fuel industry should be the levy target for aviation air pollution fee but not the foreign aviation industry. Also the local percentage of the aircraft emission should be brought into consideration and the data of annual emission volumes for different pollutants in every domestic airport should be obtained. The data above should be collected by local EPBs who have the jurisdictions of domestic airports. Thus the fee rate could be calculated appropriately.
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