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论文编号：	15595
作者编号：	2320234213
上传时间：	2025/12/7 10:01:42
中文题目：	基于生态足迹模型的S公司绿色发展评价与改进研究
英文题目：	Study on Evaluation and Improvement of S Company’s Green Development Based on Ecological Footprint Model
指导老师：	林润辉
中文关键字：	S公司；生态足迹模型；绿色港口；油品码头
英文关键字：	S Company; Ecological Footprint; Green Port; Oil Terminal
中文摘要：	港口作为连接内陆与海洋的核心枢纽，在国际贸易及物流运输中作用关键，但同时也是能源消耗与环境污染的集中区域，给生态系统带来沉重压力。在绿色发展理念深入人心的背景下，绿色港口建设已成为全球港口发展的必然趋势。天津港S公司作为我国北方重要油品码头运营企业，承担着保障国家能源安全的关键任务，却面临着能源消耗、污染排放等环境问题，叠加国内外日益严格的环保要求，亟需通过绿色转型升级实现可持续发展。 生态足迹模型作为一种非货币量化评价工具，能有效衡量人类活动对生态系统的影响，目前在绿色港口评价领域的深度应用尚显不足。本文将该模型引入S公司绿色发展评价，通过核算其能源、供水、食物、交通、固废、污水及废气七类生态足迹，系统剖析码头生态消耗现状，并提出针对性改进方案，旨在为S公司及同类油品码头绿色转型提供理论支撑与实践依据。 研究发现，S公司2024年总生态足迹为466.422全球公顷，人均1.829全球公顷，虽略低于天津市人均水平，但远超区域人均生态承载力，人均生态赤字达1.508全球公顷，运营模式呈现不可持续性，绿色发展水平较低。从结构看，能源生态足迹占比73.64%，食品消费（占比14.65%）与交通出行（占比8.13%）次之，三者为主要影响因素。 针对这一现状，本文提出专项削减方案：能源领域引入风力发电，实现全年电力需求全覆盖，替代火电以降低生态成本；食物领域通过优化需求预测、规范食堂运营及强化食堂管理，减少食品浪费导致的额外生态足迹；交通领域推广公共班车、清洁能源车辆及远程办公模式，削减通勤相关生态消耗。同时，从推动个人参与、提升油品全供应链绿色水平等方面提出配套建议。 本文不仅丰富了绿色港口评价的理论与方法体系，为油品码头生态影响评估提供了实证参考；提出的改进方案可直接指导S公司降低生态足迹、提升绿色发展能力，同时为政府港口环保监管、行业绿色转型及同类码头实践提供借鉴，助力我国绿色港口建设整体推进与港城生态和谐发展。
英文摘要：	As a core hub connecting inland areas and the ocean, ports play an irreplaceable role in international trade and logistics transportation. However, they are also concentrated areas of energy consumption and environmental pollution, exerting heavy pressure on ecosystems. Against the backdrop of the growing popularity of the concept of green development, the construction of green ports has become an inevitable trend in the global port industry. As an important oil terminal operating company in northern China, Tianjin Port S Company undertakes the key task of safeguarding national energy security. Nevertheless, it is confronted with environmental issues such as high energy consumption and pollutant emissions. Coupled with increasingly stringent environmental protection requirements at home and abroad, the company is in urgent need of green transformation and upgrading to achieve sustainable development. The ecological footprint model, as a non-monetary quantitative evaluation tool, can effectively measure the impact of human activities on ecosystems. However, its in-depth application in the field of green port evaluation is still insufficient. This study introduces the model into the green development evaluation of Company S. By measuring seven types of ecological footprints of the company, including those related to energy, water supply, food, transportation, solid waste, sewage, and waste gas, the study systematically analyzes the current situation of ecological consumption at the terminal and proposes targeted optimization strategies, aiming to provide theoretical support and practical references for the green transformation of Company S and similar oil terminals. The research results show that the total ecological footprint of S Company in 2024 was 466.422 global hectares (gha), with a per capita ecological footprint of 1.829 gha. Although this figure is slightly lower than the per capita level of Tianjin, it far exceeds the regional per capita ecological carrying capacity, resulting in a per capita ecological deficit of 1.508 gha, indicating that the company's current operation model is unsustainable. From a structural perspective, the energy ecological footprint accounts for 73.64% of the total, followed by the ecological footprints of food consumption (14.65%) and transportation (8.13%). These three factors are the main contributors to the company's ecological footprint. In response to this situation, this study proposes specialized reduction plans: In the energy sector, wind power generation will be introduced to fully meet the annual electricity demand, replacing thermal power to reduce ecological costs; In the food sector, additional ecological footprints caused by food waste will be reduced by optimizing demand forecasting, standardizing canteen operations, and strengthening canteen management; In the transportation sector, public shuttle buses, clean energy vehicles, and remote work models will be promoted to reduce commuting-related ecological consumption. Meanwhile, supporting suggestions are put forward in terms of promoting individual participation and improving the green level of the entire oil supply chain. This study not only enriches the theoretical and methodological system of green port evaluation and provides practical references for the ecological impact assessment of oil terminals, but also the proposed strategies can directly guide S Company to reduce its ecological footprint and enhance its green development capabilities. Furthermore, it provides valuable references for government supervision of the environment, industrial green transformation, and the practice of similar terminals, contributing to the comprehensive promotion of green port construction in China and the harmonious ecological development of port cities.
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