• Journal of Advanced Navigation Technology
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• v.20 no.4
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• pp.275-284
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• 2016

The potential impact of aircraft emissions on the current and projected climate of our planet is one of the more important environmental issues facing the aviation industry. Increasing concern over the potential negative effects of greenhouse gas emissions has motivated aircraft emission estimation and prediction as one of the ways to reduce aircraft emissions and mitigate the impact of aviation on climate. We obtained airline flight schedules for all the airports in Korea that are included in OAG data. Fuel burn and emission index of LTO flight which contains take off, climb and approach under 3000ft and Non LTO flight which contains climb, cruise and descent over 3000ft for all the airports in Korea in 2005 were estimated and analysed for each condition using AEIC software which has been developed by MIT Lab for Aviation and Environment.

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.2
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• pp.47-67
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• 2009

In recent years, greenhouse gas (GHG) reduction has become high priority issue in international aviation. GHG emissions from the aviation sector only accounts for approximately 2 percent of total GHG emissions in the world. However, as with GHG gases in other sectors, it has been pointed out as a contributing factor to global warming and there is an ongoing conversation in the aviation community to establish international framework for emissions reductions. In the case of international aviation, effects of aviation activities of a State go beyond the airports and airspace of that State. This makes compiling of GHG emissions data very difficult. There are also other legal and technical issues, namely the principle of “Common but Differentiated Responsibility (CBDR)” under the United Nations Framework Convention on Climate Change (UNFCCC) and “Fair Opportunity” principle of the Chicago Convention. For all these reason, it is expected that it will not be an easy job to establish an internationally agreed mechanism for reducing emissions in spite of continuing collaboration among States. UN adopted the UNFCCC in 1990 and the Kyoto Protocol in 1997 to impose common but differentiated responsibility on emissions reductions. In international aviation, ICAO has been taking the lead in measures for the aviation sector. In this role, ICAO held the High-level Meeting on International Aviation and Climate Change on 7 to 9 October 2009 at its Headquarters in Montreal and endorsed recommendations on reducing GHG from international aviation which will also be reported to the 15th Meeting of the Conference of the Parties (COP15). Key items include basic principle in global aviation emissions reduction: aspirational goals and implementation options: strategies and measures to achieve goals: means to measure and monitor the implementation; and financial and human resources. It is very likely that the Republic of Korea will be included among the Parties subject to mandatory limitation or reduction of GHG emissions after 2013. Therefore, it is necessary for Korea to thoroughly analyze ICAO measures to develop comprehensive measures for reducing aviation emissions and to take proactive actions to prepare for future discussions on critical issues after COP15.

• Journal of Climate Change Research
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• v.5 no.1
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• pp.61-70
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• 2014

The amount of greenhouse gas (GHG) emissions has been increasing steadily over the last 3 years (2009~2011), averaging 5.7 percent a year, due to the growth of low cost carriers and the increased demand for air transportations. The present study attempts to investigate the aviation fuel consumption and GHG emissions of Tier 3a type by the flight phase from three aircraft type such as B737-600(routes between Gimpo-Jeju airport), B737-700(routes between Gimpo-Jeju airport and Inchon-Narita), B737-800(routes between Inchon-Narita) using the Flight Operation Quality Assurance(FOQA) data of the year 2011.

• Journal of Climate Change Research
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• v.1 no.3
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• pp.211-217
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• 2010

Off-road transportation sector including construction equipment, ground support equipment in airport, cargo handling equipment and agroforestry machinery have not calculated as emission source classification in 1A3e2. In this study, the statistics of oil consumption for construction, aviation, shipping and agroforestry are separated for this sector by oil type. And the greenhouse gas emission by off-road transportation emission factor in 1996 & 2006 IPCC Guidelines are calculated and compared with each other. As a result, the nationwide $CO_2$ equivalent emission from off-road transportations by the emission factor of 1996 & 2006 IPCC Guidelines are calculated as 4,919 kton/yr and 5,530 kton/yr in 2007. The contribution ratio of off-road transportation emission by this study is estimated as 5.5% to the subtotal emission from on-road transport sector.

• Journal of Korean Society of Environmental Engineers
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• v.34 no.4
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• pp.280-287
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• 2012

The sources of greenhouse gases (GHG) at Hanyang University Ansan campus, including direct sources, indirect sources, and others, were investigated in order to establish the GHG inventory. Emission of GHG was calculated with the energy use from each source from 2007 and 2009. The indirect emission (56.7%) due to the electricity significantly contributed to total GHG emission. The scenario for the GHG reduction was designed for both campus administration and members. The reduction potential of GHG was simulated from 2007 to 2020 using Long-range Energy Alternatives Planning (LEAP) model. In case of GHG reduction scenario by campus administration, the GHG can be reduced by 63.34 ton $CO_{2eq}/yr$ for stationary combustion in the direct source, by 221.1 ton $CO_{2eq}/yr$ for mobile combustion in the direct source, and by 4,637.34 ton $CO_{2eq}/yr$ for lighting in the indirect source, compared to 2020 Business As Usual (BAU). In case of GHG reduction action scenario by campus members, the reduction potential of GHG was 1293.76 ton $CO_{2eq}/yr$. Overall, the total GHG emissions in 2020 by the both scenarios can be decreased by 24% compared to 2020 BAU.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.27 no.1
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• pp.57-68
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• 2019

The emission trading system implemented in Korea is a system in which the government allocates or sells emission rights by setting the emission allowable amount to economic players subject to the emission trading system, allowing companies to freely trade shortfall or extra money through the emission trading market. Korea also had implemented its first emission trading system scheme period of time from 2015 to 2017. As a result of the first planning period in which total of seven Korean airlines were targeted, the emission amount was about 5.51 million KAU, while the quota amount was only about 4.85 million KAU, about 116% of the actual quota was emitted and Domestic airlines have incurred additional costs of about 10.7 billion won. Due to ICAO's implementation of CORSIA, the airlines are expected to have to shoulder additional costs because purchasing exceed quota will be increased in order to offset excess emissions not only on domestic but also on international routes. Thus, this paper had analyzed the characteristics of the carbon trading system of air transport industry and suggested a mix of regulatory policies as an improvement method.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.24 no.1
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• pp.47-54
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• 2016

Global aviation is projected to grow in demand by an annual average of 4.1% between 2014 and 2034. It can be said that environmental impact from aviation will therefore be expected to increase on a similar scale. As regards civil aviation emissions, the sector contributes between 2~3% to International aviation GHG emissions. In the European Union(EU), aviation emissions account for about 3% of the EU's total green house gas emissions, of which a majority are said to come from international flights. In terms of traffic volume in 2013, Korea's international aviation industry 11th with regard to passengers and 3rd with regard to cargo, attaining the overall rank of 5th in the world. GHG emissions has been increasing steadily over the last 4 years, averaging 3.9 percent a year, due to the growth of low cost carriers and the increased demand for air transportations. As for aviation in Korea, there are a number of means intended to attain the Government's emission control objective in an efficient manner, such as AVA (Agreement of Voluntary Activity), TMS (Target Management System) and ETS (Emission Trading Scheme). In addition, the Government intends to better adapt to ICAO's Global MBM(Market-based Measures) that will come into performance on Year 2020. In the study, we focused on GHG mitigation measures that is fulfilling the AVA, TMS, ETS in the Government and suggest the effective measures to reduction the aviation GHG emissions.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.3
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• pp.576-586
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• 2019

Airlines need to reduce their greenhouse gas (GHG) emissions because of the Paris Climate Agreement and ICAO CORSIA. This examined the degree of the strategic responses to which the airlines have made and the problems in the emission trading system (ETS). According to the analysis, the total amount of emission all the airlines made in the last three years was 116% more than the emission allowance imposed by the central government resulting in 10.7 billion KRW additional emission expense. Airlines would also face an increased carbon cost due to the implementation of ICAO CORSIA by purchasing an additional paid-in emission allowance in international routes. Although it is effective to retire the old aircraft early and induce the brand-new fuel-efficient aircraft to reduce GHG emissions, it is impractical in the short-term due to the tremendous amount of investment. To reduce the emission, airlines are washing engines, using ultra-light ULD and carts in the cabin, increasing the use of flaps and preventing the use of APU. On the other hand, these are very limited measures for reducing emissions according to the ICAO's mandatory emission target.

• Journal of Advanced Navigation Technology
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• v.19 no.4
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• pp.278-287
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• 2015

The potential impact of aircraft emissions on the current and projected climate of our planet is one of the more important environmental issues facing the aviation industry. Increasing concern over the potential negative effects of greenhouse gas emissions has motivated the development of an aircraft emission estimation and prediction system as one of the ways to reduce aircraft emissions and mitigate the impact of aviation on climate. Hence, in this research, using Piano-X software which was developed by Lissys Co., fuel consumption and emissions for 3 types of aircraft were estimated for different design payloads with various flight distances and flight paths. Fuel burns for economy speed, long range cruise speed, maximum range speed were also investigated with various flight distances and altitudes.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.21 no.1
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• pp.39-44
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• 2013

The amount of greenhouse gas (GHG) emissions has been increasing steadily over the last 4 years, averaging 6.8 percent a year, due to the growth of low cost carriers and the increased demand for air transportations. For the aviation GHG reduction, various fuel saving activities are implemented in many areas such as high-efficiency aircraft and bio-fuel development in the technical part and low carbon flight procedures, short cut route development in the operational approach. Among the various reduction technologies, we focused on low carbon flight procedures that are crucial to GHG reduciton and suggested a reduction effect according to target implementation rate using by fuel saving estimation data in each aircraft type.