• Environmental and Resource Economics Review
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• v.30 no.3
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• pp.503-533
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• 2021

This paper analyzes the relationships among the energy consumption, renewable energy production, real gross regional domestic product(GRDP), and greenhouse gas(GHG) emissions. It uses the metropolitan city and province level data for Korea from 2010 to 2018, employing a panal vector autoregressive(VAR) model. We find that an increase in energy consumption has a limited impact on boosting renewable energy production or gross regional domestic product, while it leads to an increase in greenhouse gas emissions. A rise in renewable energy production can increase gross regional domestic product, but it has no meaningful effects on energy consumption and the reduction of green house gas emissions. Our finding indicates that it is crucial to expand the supply of renewable energy as well as to decrease energy consumption in order to achieve the goal of reducing greenhouse gas emissions and reaching economic growth.

• 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.

• International Area Studies Review
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• v.15 no.2
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• pp.427-447
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• 2011

In global, there is an active movement to reduce the green house gas. Allowance and carbon tax are the one of effective alternatives to mitigate green gas effect. In addition, the clean development machinism(CDM) can be applied between the ANNEX 1 and developing countries. It could be an one good solution to reduce the GHG. In the Northern Asia, the CDM can be the one of the possible solution to reduce the GHG because the Japan has a responsibility to reduce GHG and the China and Korea have a room to supply CDM credit. It is suffice to say that if these three countries decide to collaborate, the new international carbon market can be established that can be the similar form of EU-ETS. It is clear that few barriers must be removed to launched such new form of carbon market. Protection of domestic technology, excessive financial request of business opportunities by CDM, and irrational needs of carbon credit that created by CDM, listed constraints define as an one single word, the national selfishness. Once it is cleared, there is high possibility that the Northern Asia CDM trading system can be launched.

• Journal of Korea Technical Association of The Pulp and Paper Industry
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• v.47 no.4
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• pp.30-37
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• 2015

Needs for high ash loading in printing paper increase as green house gas (GHG) emission regulation becomes more stricter and pressure of lowering paper production cost increases. To meet the needs, a new type of filler was developed. The mixture of ground calcium carbonate (GCC) and calcium oxide was pre-floccuated with polyelectrolyte and further treated with carbon dioxide to form new calcium carbonate between GCCs. The final products were called as hybrid calcium carbonate (HCC), and its properties were compared to the GCC and the pre-flocculated GCC. Results showed increase in tensile, smoothness, opacity, and bulk for HCC.

• Journal of Advanced Marine Engineering and Technology
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• v.36 no.5
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• pp.595-602
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• 2012

In this study, for the purpose of reduction of $CO_2$ gas emission and to increase recovery of waste heat from ships, the ORC (Organic Rankine Cycle) is investigated and offered for the conversion of temperature heat to electricity from waste heat energy from ships. Simulation was performed with waste heat from the exhaust gasse which is relatively high temperature and cooling sea water which is relatively low temperature from ships. Various fluid is used for simulation of the ORC system with variable temperature and flow condition and efficiency of system and output power is compared. Finally, 2,400kW output power is obtained by system optimization of the preheater and reheater utilizing waste heat form sea water cooling system.

• Journal of the Society of Disaster Information
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• v.19 no.3
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• pp.554-561
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• 2023

Purpose: To urge the necessity of disclosure by identifying the relationship between the disclosure status of greenhouse gas emissions from domestic business sites and other indirect emissions to total emissions. Method: The 2021 emission data disclosed in the Carbon Disclosure Project (CDP) was collected by industry and emission category for comparative analysis. Result: The more companies that calculated and disclosed emissions by category within Scope 3, the more active they were in responding to or disclosing evaluation factors other than disclosure of emissions, and those companies were able to obtain higher grades in CDP and ESG evaluations. The number of Scope 3 calculations and disclosures was found to be high. In addition, there was a significant difference in the correlation between the number of Scope 3 disclosures by industry and the share of each scope out of the total in some manufacturing industries. Conclusion: As the number of Scope 3 disclosures, corporate ratings, and total emissions are proportional, it was confirmed that the higher the number of Scope 3 disclosures and GHG emissions, the higher the level of Scope 3 management. Based on Scope 3 emissions calculation and disclosure, effective emissions management and reduction activities are required.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.6
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• pp.620-625
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• 2015

In an effort to reduce the onset of global warming, the International Maritime Organization Marine Environment Protection Committee (IMO MEPC) proposed the reduction in ship speeds as a way of lowering the proportion of carbon dioxide ($CO_2$) in the Green House Gas emissions from ships. To minimize fuel costs, shipping companies have already been performing slow steaming for their own fleets. Specifically, the slow steaming approach has been adopted for most ocean-going container lines. In addition, because of the increased marine fuel cost that is required to enable increased capacity, there is an urgent need for more advanced fuel-saving technologies. Therefore, in this present study, we propose a fuel-cost reduction method that can improve the performance of diesel engines. We introduce a predetermined amount (0.025% of the amount of fuel used) of fuel additive (oil-soluble calcium-based organometallic compound). For improved experimental accuracy, as the test subjects, we utilize a large two-stroke diesel engine installed in land plants. The loads of the test engine were classified as low, medium, and high (50, 75, and 100%, respectively). We compare the engine performance parameters (power output, fuel consumption rate, p-max, and exhaust temperature) before and after the addition of fuel additives. Our experimental results, confirmed that we can realize fuel-cost savings of at least 2% by adding the fuel additive in low load conditions (50%). Likewise, the maximum combustion pressure was found to have increased. On the other hand, we observed that there was a reduction in the exhaust temperature.

• Journal of the Korean Society for Railway
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• v.17 no.3
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• pp.216-222
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• 2014

In general, the rail transportation recognized as a better transportation mode than road transportation in terms of the environment. However, due to a lack of quantitative analysis based on Korean data, foreign cases for environmental advantages of the railway have often been cited in Korea. To address this issue, we estimated the energy consumption of passenger and freight transportation using certified activity data from Korea Railroad Statistics and the Electrical Work Report for railway and the Energy Consumption Survey for road. We estimated the Green House Gas emission of passenger and freight transportation on a Tier 1 level by applying the IPCC 2006 Guideline. Finally, we calculated the energy consumption unit and GHG emission unit to determine the environmental impact of rail and road transportation. We also compared the analyzed results of high-speed rail and auto as typical means of rail and road transportation.

• Journal of the Korean Applied Science and Technology
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• v.32 no.4
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• pp.767-780
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• 2015

Transport biofuels produced from biomass can be substituted for petroleum fuels due to GHG reduction, sustainability and environmental friendly. Mandates and targets of biofuels are announced in the European union, United states and other countries worldwide and promoted by the government policies. This paper reviewed current status of the national biofuels policies and fuel specifications in transport sector. EU biofuels policy shifted and GHG emission reduction became the main focus of the policy. There are specification requirements for biofuels in the U.S. under the RFS2, but there are other polices as well that serve to promote the uptake of biofuels both at the federal and state level. Korea government has allowed 2.3% oxygen in gasoline to come from oxygenates, increased the biodiesel blend mandate from B2 to B2.5 effective from Jul. 31, 2015.

• Proceedings of the SAREK Conference
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• 2009.06a
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• pp.934-939
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• 2009

To promote citizen's involvement in the GHG(Green House Gas) reduction policy, Busan city administration adopted an pilot energy incentive system called 'energy mileage'. The energy mileage system was designed to make energy end-users motivated to reduce domestic electricity use by providing financial rewards. Through the course of the pilot period, 5,3330 householders volunteerly participated the pilot system. About 66% of the participants managed to make energy saving against the same period of the previous year while 38.8% achieved the targeted reduction rate(i.e. over 10%) and received the equivalent rewards.