• 한국정보통신학회논문지
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• 제21권12호
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• pp.2380-2386
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• 2017

국내에서 생산되는 신선농산물은 현재 정부의 보조금 지원을 받으며 비싼 항공운송을 이용하여 해외로 수출되고 있다. 하지만 2023년부터 정부의 보조금 지급이 중단됨에 따라 저렴한 비용으로 많은 화물 운송이 가능한 해상운송을 이용할 필요가 있다. 신선농산물의 해상운송에는 냉동컨테이너가 사용되는데 현재 냉동컨테이너는 화물 적재부 내부 온도편차가 크게 발생하여 운송 중 신선화물의 부패 등에 따른 문제가 있다. 이를 해결하기 위해 본 연구에서는 냉동컨테이너 내부 온도를 일정하게 유지하며, 편차를 최소화 할 수 있는 냉동컨테이너 온도 제어 알고리즘을 개발하였다. 개발한 알고리즘을 참외 싱가포르 해상운송 경로에 적용하여 그 기능을 검증하였다. 검증 결과 설정온도 $4.0^{\circ}C$를 기준으로 최대 $0.5^{\circ}C$이내에서 화물 적재함 내부 온도가 유지되는 것을 확인 할 수 있었다.

• 한국도로학회논문집
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• 제18권1호
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• pp.119-129
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• 2016

PURPOSES : The purpose of this study is to develop a methodology for estimating additional carbon emissions due to freeway incidents. METHODS : As our country grows, our highway policy has mainly neglected the environmental and social sectors. However, with the formation of a national green growth keynote and an increase in the number of people interested in environmental and social issues, problems related to social issues, such as traffic accidents and congestion, and environmental issues, such as the impact of air pollution caused by exhaust gases that are emitted from highway vehicles, are beginning to be discussed. Accordingly, studies have been conducted on a variety of environmental aspects in the field of road transport, and for the quantitative calculation of greenhouse gas emissions, using various methods. However, in order to observe the effects of carbon emissions, microscopic simulations must use many difficult variables such as cost, analysis time, and ease of analysis process. In this study, additional greenhouse gas emissions that occur because of highway traffic accidents were classified by type (incident handling time, number of lanes blocked, freeway level of service), and the annual additional emissions based on incidents were calculated. According to the results, congestion length and emissions tend to increase with an increase in incident clearance time, number of occupied lanes, and worsening level of service. Using this data, we analyzed accident data on the Gyeong-bu Expressway (Yang-Jae IC - Osan IC) for a year. RESULTS : Additional greenhouse gas emissions that occur because of highway traffic accidents were classified by type (incident handling time, number of lanes blocked, freeway level of service) and annual additional emissions caused by accidents were calculated. CONCLUSIONS : In this study, a methodology for estimating carbon emissions due to freeway incidents was developed that incorporates macroscopic flow models. The results of the study are organized in the form of a look-Up table that calculates carbon emissions rather easily.

• 유통과학연구
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• 제14권5호
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• pp.51-57
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• 2016

Purpose - In the year of 2015 and 2016, one of the items that got attention in CES was a drone. It has been 100 years since a drone emerged, but most were used for military purposes. As its use became diverse as of 2010, it got attention of the general public. In Korea, it was in 2011 that a drone was known to the public through an aerial video shooting for television program. This study tried to come up with suggestions by comparing domestic with overseas cases, and tried to consider the related technologies and systems with applying the role of drones in logistics service. Research design, data, and methodology - The overseas cases were regarded as drone's logistical purpose. The Prime Air service by US Amazon is still not commercialized and under pre-testing due to Federal Aviation Regulations, although it started in 2013. In Germany, DHL succeeded in delivering service testing which is called Parcelcopter, but it is not commercialized yet. Other than these, there are more attempts to prepare logistics service in China with Taobao, in France with Geopost's test, and in Africa. In Korea, CJ Korea Express tested delivery with a self-developed drone Results - In order to study for utilizing drones for logistics as the prerequisites, some overseas and domestic cases, which are currently considered, were reviewed. Also, the technologies and institutional requirements to commercialize drones for logistical purpose were reviewed. The reasons for using drones in logistics is to ensure the price competitiveness by reducing cost. The empirical test also will be needed because drone pilot areas are designated by ministry of land, infrastructure and transport. Conclusions - In order to utilize drones in logistics and foster the industry, this study would like to suggest the followings. First of all, size of drones for logistics needs to be fixed and their operating system should be standardized. Centralized investment resources are needed through standardization to ensure the market occupancy. Secondly, it is necessary to get the converged businesses that do research, develop and commercialize drones with the investment of private sector. Example can be found in Korea aerospace Industries. We can respond to the rapid growth of the market with intensive investing by integrating the private sector investment. Thirdly, institutional arrangements are needed to be established quickly. In the case of high-technologies like drones, institutional support often does not follow the rapid development of the technology. The problems can be found in securing drones-only airspace, creating drone-specialized pilot's license, matters related to remote controller and complementary regulations for drones in Aviation Act. If these regulations are not prepared or complemented at the right timing, technologies cannot be commercialized even though the development is completed. Fourthly, there is a need to secure the transparency regarding possible privacy and personal information protection problem while operating drones. Finally, in order to foster this new industry, government should focus on supporting R&D more in the long term than short term outcomes.

• 한국산학기술학회논문지
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• 제20권3호
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• pp.576-586
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• 2019

파리협정 및 ICAO CORSIA 시행으로 우리나라의 온실가스 의무감축목표가 강화된 만큼 국내선과 국제선의 항공기에서 배출되는 배출량 감축을 위한 항공사들의 전략적 대응은 절실해 보인다. 본 논문은 국내 항공운송산업에서 항공사들이 온실가스 배출량 감축을 위하여 다양한 노력을 기울임에도 불구하고 어떠한 제도적 문제점을 갖고 있는지 살펴보고, 향후 어떠한 방향으로 나아가야 하는지에 대해 논의하였다. 분석결과 첫째, 국내항공사들은 지난 3년간 배출량은 약 551만 KAU였던 반면 할당량은 약 485만 KAU에 불과하여 실제 할당량 대비 약 116% 온실가스가 배출되었고 이로 인해 국내 항공사들에는 약 107억 원의 추가 비용 부담이 발생하는 결과가 초래되었다. 둘째, 항공사들은 국내선뿐만 아니라 국제선 노선에서도 할당량 과부족에 따라 초과 배출량을 상쇄시키기 위해 초과할당량 유상 구매가 증가하게 되어 항공사의 추가비용 부담이 불가피한 전망이다. 셋째, 항공사들은 배출권거래제에 따른 전략적 대응으로 대규모 투자를 통한 친환경 고효율 항공기의 조기도입을 검토 중이나 천문학적인 비용이 투입되기 때문에 장기투자의 관점에서 점진적으로 추진할 수밖에 없다. 또한 항공사들은 엔진 세척, ULD 및 카트 경량화, 플랩 사용 확대 및 APU 사용 억제 등의 전략적 대응방안들을 적극 시행하고 있지만 단기적으로는 감축 여력이 극히 제한적인 것으로 나타났다.