• Journal of Korean Society for Atmospheric Environment
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• v.28 no.4
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• pp.454-465
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• 2012

The Korean government decided to reduce 30% of GHG (greenhouse gas) emissions BAU in 2020. Since many efforts to reduce emissions are urgently needed in Korea, the central administrative organization urges local governments to establish their own reduction schemes. Among many GHG emission categories, the emission from mobile source in Gyeonggi Province accounted for 25.3% of total emissions in 2007 and further the emission from road transport sector occupied the most dominant portion in this transportation category. The objective of this study was to compare 3 types of GHG emissions from road transport sector in 31 local cities/counties of Gyeonggi Province, which have been estimated by Tier 1, Tier 2, and Tier 3 methodologies. As results, the GHG emission rates by the Tier 1 and Tier 2 were $19,991kt-CO_2\;Eq/yr$ and $18,511kt-CO_2\;Eq/yr$, respectively. On the other hand, the emission rate by Tier 3 excluding a branch road emission portion was $18,051kt-CO_2\;Eq/yr$. In addition, the total emission rate including all the main and branch road portions in Gyeonggi Province was $24,152kt-CO_2\;Eq/yr$, which was estimated by a new Tier 3 methodology. Based on this study, we could conclude that Tier 3 is a reasonable methodology than Tier 1 or Tier 2. However, more accurate and less uncertain methodology must be developed by expanding traffic survey areas and adopting a suitable model for traffic volumes.

• Proceedings of the Korea Water Resources Association Conference
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• 2008.05a
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• pp.1058-1062
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• 2008

지구 온난화에 의한 대기 순환의 변화와 이에 따른 수증기 수송 및 강수량의 변화는 전지구 및 지역적인 수문환경의 변화를 초래하므로 장기적인 차원의 수자원 계획 수립에는 반드시 기후 변화에 따른 영향이 제대로 반영되어야 한다. 그러나 개별 모델이 사용하는 역학과정과 물리과정의 모수화 및 분해능이 다르고 이에 따른 모의 결과도 다르게 나타나는 등의 상당한 불확실성이 내재되어 있다. 따라서 본 연구에서는 기후변화에 관한 정부간 패널인 IPCC(Intergovernmental Panel on Climate Change)에 참여한 대기해양결합 대순환모델(AOGCMs)이 온실가스 배출 시나리오를 바탕으로 생산한 기온과 강수의 불확실성을 동아시아에 대해 평가하고 이를 바탕으로 미래 기후를 전망하였다. 국립기상연구소 ECHO-G/S 모델과 IPCC 23개 모델의 배출 시나리오(Special Report on Emissions Scenarios, SRES) 자료는 20세기(1900-1999년)와 21세기(2000-2099년)의 200년 동안이고, 관측자료는 영국 CRU(Climate Research Unit) 월평균 2m 기온의 30년(1961-1990년) 평균값과 CMAP 월 평균 강수량의 21년간(1979-1990년) 평균값을 이용하였다. 동아시아지역 기온과 강수의 불확실성을 평가하기 위해서 모델과 관측간 편이, 평균제곱근오차(RMSE) 등의 통계적인 방법을 사용하였다. 동아시아 지역의 연평균 기온은 대체로 모델의 기온이 관측보다 적게 모의되는 음의 편이를 나타내고, 강수는 모델이 관측보다 더 크게 모의 되는 양의 편이를 나타냈다. 계절적으로는 여름철 강수와 봄철 기온의 편이가 크게 나타났다. 연평균 및 겨울철 강수와 기온의 RMSE는 비례하는데 이는 기온 모의성능이 좋은 모델이 강수 모의성능도 좋게 나타나는 것을 의미한다.

• Journal of Ocean Engineering and Technology
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• v.22 no.6
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• pp.88-94
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• 2008

The concentration of atmospheric carbon dioxide (CO2), which is one of the major greenhouse gases, continues to rise with the increase in fossil fuel consumption. In order to mitigate global warming the amount of CO2 discharge to the atmosphere must be reduced. Carbon dioxide capture and storage (CCS) technology is now regarded as one of the most promising options. To complete the carbon cycle in a CCS system, a huge amount of captured CO2 from major point sources such as power plantsshould be transported for storage into the marine or ground geological structures. Since 2005, we have developed technologies for marine geological storage of CO2,including possible storage site surveys and basic design of CO2 transport and storage process. In this paper, the design parameters which will be useful to construct on-shore and off-shore CO2 transport systems are deduced and analyzed. To carry out this parametric study, we suggested variations in thedesign parameters such as flow rate, diameter, temperature and pressure, based on a hypothetical scenario. We also studied the fluid flow behavior and thermal characteristics in a pipeline transport system.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.3
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• pp.1225-1234
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• 2013

According to the importance of greenhouse gas emissions, it grows day by day, the goverment is promoting to prepare the specific policy implementation to enhance building energy-saving design standars as the development agenda. In this study, the statistical analysis was performed by Descriptive statistics, Regression analysis, and Hypothesis testing to collect to generate and storage energy usage data in real time to settle parameter setting to affect energy consumption under energy-guzzling apartment not single building. This study is expected to be utilized as the basis for the optimum energy-saving design of the future of the building or facility energy costs rise and the demand for energy-efficient and stable management.

• KSBB Journal
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• v.25 no.1
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• pp.1-10
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• 2010

Biodiesel is a type of biofuel obtained from bioresources and able to use in diesel vehicles as an alternative/additive to petro diesel. In recent biodiesel research, there are three main issues which include high quality biodiesel, low cost feed stock and a highly efficient biodiesel production process. The sustainable production and use of biodiesel are attracting much attention in the renewable energy field. In this paper, we review some of the literatures related to environmental and economic evaluation for biodiesel production and analysis the issues including life cycle assessment (LCA), global warming potential (GWP), energy consumption, biodiesel production cost, production technologies and feedstock.

• Environmental and Resource Economics Review
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• v.21 no.2
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• pp.271-299
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• 2012

The relationship between environment and economic growth has been controversial for a long time. The cores of controversy are endogeneity problem and omitted variable bias. This paper tests EKC (Environmental Kuznets Curves) hypothesis by considering econometric issues and estimates the effects of energy mix on $CO_2$ emissions empirically and tests with time series during 1981~2008. By the results of this analysis, we convince EKC Hypothesis which the relationship between $CO_2$ emissions and economic growth is the inverted U-shaped and the national energy mix contributes significantly to GHG mitigation. We also find that the nuclear energy has the greatest contribution for $CO_2$ mitigation and the renewable energy does not seem to contribute little to the $CO_2$ mitigation because the proportion of renewable energy in Korea is negligible. In terms of final energy consumption, $CO_2$ increases and transportation sector is statistically and significantly associated.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.8
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• pp.5664-5672
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• 2015

The purpose of this paper is to draw main characteristics of local climate change plans of 8 pilot cities through a serious of comparative analyses. The results of the analyses on the mitigation plans and the adaptation plans are the followings; Firstly, climate change plans have two types of distinctive frameworks. Secondly, vision, objectives, and main strategies are composed of main key words. The key words of mitigation plans are low carbon, GHG, green city, energy, and green growth. Adaptation, ecosystem, healthy, safe, disaster, water are the key words that frequently shown in adaptation plan. Thirdly, the mitigation plans tend to place emphasis on transportation and common area. The adaptation plans tend to weigh on water control and forestry. The main characteristics of both mitigation plans and adaptation plans of 8 pilot cities are summarized and policy implications are suggested.

• Economic and Environmental Geology
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• v.46 no.6
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• pp.593-602
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• 2013

Biodiesel is an important new alternative transportation fuel and it can be produced by chemically reacting a fat or oil with an alcohol, in the presence of a catalyst. The product of the reaction is a mixture of methyl esters, which are known as biodiesel, and glycerol, which is a high value co-product. The process is known as transesterification. Biodiesel can be used neat and when used as a pure fuel it is known as BD100. However, it is often blended with petroleum-based diesel fuel and when this is done the blend is designated BD5 or BD20(BD20 is a blend of 20% biodiesel and 80% petroleum diesel fuel). Adherence to a quality standard is essential for proper performance of the fuel in the engine and will be necessary for widespread use of biodiesel. In this study, we analyzed 4,144 papers of biodiesel by category, country, institution, keyword etc. from 2001 to 2013 years.

• Journal of Korean Society for Atmospheric Environment
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• v.27 no.4
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• pp.405-415
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• 2011

The objective of this study was to compare greenhouse gas emissions from road transportation by calculation methods (Tier 1, Teir 2, and Tier 3). Tier 1 based on 2006 IPCC guidelines default emission factor and amount of fuel consumption. The Tier 2 approach is the same as Tier 1 except that country-specific carbon contents of the fuel sold in road transport are used. Tier 2 based on emission factor of guidelines for local government greenhouse gas inventories (Korea Environment Corporation), the fuel consumption per one vehicle, and the registered motor vehicles. The Tier 3 approach requires detailed, country-specific data to generate activity-based emission factors for vehicle subcategories (National Institute of Environmental Research) and may involve national models. Tier 3 calculates emissions by multiplying emission factors by vehicle activity levels (e.g., VKT) for each vehicle subcategory and possible road type. VKT was estimated by using GIS road map and traffic volume of the section. The GHG average emission rate by the Tier 1 was 728,857 $tonCO_2eq$/yr, while Tier 2 and Tier 3 were 864,757 $tonCO_2eq$/yr and 661,710 $tonCO_2eq$/yr, respectively. Tier 3 was underestimated by 10.1 and 20.7 percent for the GHG emission observed by Tier 1 and Tier 2, respectively. Based on this study, we conclude that Tier 2 is reasonable GHG emissions than Tier 1 or Tier 3. But, further study is still needed to accurate GHG emission from Tier 3 method by expanding the traffic survey area and developing the model of local road traffic.

• Journal of Hydrogen and New Energy
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• v.34 no.2
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• pp.100-112
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• 2023

This study evaluated the contribution of carbon neutrality by calculating the carbon reduction amount and reduction intensity targeting the hydrogen pilot city and applying it to the carbon neutral reduction target. In the building sector, the reduction amount for 2030 was 10.8% on average. In addition, by 2050, the contribution to carbon neutrality of plan A was 14.1% on average, and the contribution to carbon neutrality of plan B was 15.1% on average. In the 2030 reduction amount of the transportation sector, the contribution to carbon neutrality was 138.4% on average. In addition, by 2050, the contribution to carbon neutrality in plan A was 82.5% on average, and the contribution to carbon neutrality in plan B was 74.9%. From the above research results, additional carbon reduction is possible when creating a hydrogen city, so it will be used as a basis of city-level carbon neutral model. It will also be used as a basis for technology development and investment promotion for various hydrogen supply methods in the future.