• Journal of The Korean Society of Agricultural Engineers
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• v.60 no.3
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• pp.51-61
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• 2018

Transportation and storage technologies, which are key drivers for trade, has increased global trade of agricultural products about 165% from 1995 to 2015. Korea imports 76.2% of grain from major food exporters such as USA, Australia, Brazil, and China. The expected long shipping distances from these countries can seriously cause environmental impacts on various environmental categories such as climate change, particulate matter, and acidification. The goal of this study is to assess the environmental implications focused on greenhouse gases (GHGs) and particulate matters (PMs) emissions of imported grains (wheat, corn, and bean) using food miles analysis and life cycle assessment (LCA). The environmental impacts of imported crops are estimated by transportation modes using the national LCI database provided by Korea Environmental Industry & Technology Institute (KEITI). The results of this study are as follows; (1) Imported wheat comes from USA (29%), AUS (27%), and URK (20%), corn is imported from USA (34%), BRA (29%), and URK (16%), and bean comes from BRA (57%), USA (40%), and CHN (2%); (2) the food miles of imported crops (wheat, corn, and bean) are 3.62E+10, 1.30E+11, and $2.20E+10ton{\cdot}km$, respectively; (3) the potential GHGs and PMs of wheat, corn, and bean are 5.02E+08, 1.67E+09, and 2.84E+08 kg $CO_2e$ and 5.89E+05, 1.83E+06, 3.07E+05 kg $PM_{10}e$, respectively. The outputs of this study could provide environmental impacts and carrying distances of imported agricultural products for preparing a plan to reduce environmental impacts.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.5
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• pp.222-233
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• 2024

In recent years, there has been a trend towards seeking an integrated solution to social problems (fine dust, carbon emissions, etc.) through technological advancements in the utilization of automotive big data, the diversification of traffic environment improvement policies, and technological innovations. This study compares the differences in bus travel patterns between various types of buses in time and space by using digital odometer data, and draws implications by analyzing fuel consumption and greenhouse gas GHG emissions. As a result of the study, the acceleration dispersion value for diesel buses was higher than for CNG buses. The units of GHG emissions buses on weekdays in the metropolitan area of Gyeonggi-do were about 16% higher than on weekends compared to non-metropolitan areas due to differences in driving patterns. The methodology and results of this study are expected to be utilized in various fields, such as setting standard bus driving modes for autonomous buses, improving the economic efficiency of DRT buses, and in developing patterns to drive buses more economically.

• Journal of Korean Society of Transportation
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• v.28 no.6
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• pp.33-42
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• 2010

Recently, the reduction of greenhouse gases(GHG) for climate change is the most important international issue. In order to control efficiency GHG emission rate reduction, it is essential to establish GHG emission inventory preferentially. The emission of ships that are emitting its $CO_2$ in international waters is becoming chief among the issues which country is put under an obligation. In the IMO reports, shipping is estimate to emit 1,046million tonnes of $CO_2$, which corresponds to 3.3% of global emission during 2007. International shipping is estimated to have emitted 870 million tonnes, about 2.7% of global emission of $CO_2$ in 2007. In this study, the general information of GHG emission, based on fuel consumption statistic, Tier 1, and the emission inventory is calculated to break down in to domestic and international emission. The GHG emission from ships in Korea was total 31,646 Gg $CO_2$-eq in 2009, which is included fishing, Korea flag coastal ship, Korea flag ocean going ship and foreign flag ships. And domestic emission and international emission was 5,398Gg $CO_2$-eq, 7,630Gg $CO_2$-eq and foreign flag ship was 18,618Gg $CO_2$-eq respectively.

• Asian Journal of Atmospheric Environment
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• v.5 no.4
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• pp.228-236
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• 2011

Since most Green House Gases (GHGs) and air pollutants are generated from the same sources, it will be cost-effective to develop a GHGs reduction plan in combination with simultaneous removal of air pollutants. However, effects on air pollutants reduction according to implementing any GHG abatement plans have been rarely studied. Reflecting simultaneous removal of air pollutants along with the GHGs emission reduction, this study investigated relative cost effectiveness among GHGs reduction action plans in Busan Metropolitan City. We employed the Data Envelopment Analysis (DEA), a methodology that evaluates relative efficiency of decision-making units (DMUs) producing multiple outputs with multiple inputs, for the investigation. Assigning each GHGs reduction action plan to a DMU, implementation cost of each GHGs reduction action plan to an input, and reduction potential of GHGs and air pollutants by each GHGs reduction action plan to an output, we calculated efficiency scores for each GHGs reduction action plan. When the simultaneous removal of air pollutants with the GHGs reduction were considered, green house supply-insulation improvement and intelligent transportation system (ITS) projects had high efficiency scores for cost-positive action plans. For cost-negative action plans, green start network formation and running, and daily car use control program had high efficiency scores. When only the GHGs reduction was considered, project priority orders based on efficiency scores were somewhat different from those when both the removal of air pollutants and GHGs reduction were considered at the same time. The expected action plan priority difference is attributed to great difference of air pollutants reduction potential according to types of energy sources to be reduced.

• International Commerce and Information Review
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• v.15 no.2
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• pp.3-23
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• 2013

In 1997, 180 countries signed the Kyoto Protocol in Kyoto, Japan. The Kyoto Protocol came into force in February 2005. The agreement calls for industrialized nations to cut greenhouse gas emissions by 5 percent from 1990 levels by 2008 to 2012. One of those polices is a modal shift that change from road freight to sea, inland waterway and railroad transportation that is eco-friendly. The increase of road freight brings road congestion, accidents, logistic costs, air pollution and greenhouse gases. Railroads are superior than the other modes of transportation in mass transportability, high speed, timeliness, safety and environmental-friendliness, but the railway industry has been pushed behind in competition. Korean railroads were used by passengers and freight transport popularly until the middle of 20th century, however, by the sudden change of logistics environments, a shaving time efficiency being most important, railroad logistic lost its competitive power against the transportation by truck. From the research which sees consequently investigated a various policy, a system and a law about Chinese logistics industry and present condition of the Chinese goods enterprise and instance analysis of the large Chinese corporation that branch out to undeveloped markets led and a Chinese logistics industry and problem point escape hereafter the heightening of competitiveness plan which is rational under prsenting boil.

• Journal of Climate Change Research
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• v.6 no.4
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• pp.291-302
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• 2015

Vulnerability due to climate change depends on the concentration of carbon dioxide emissions over several upcoming decades. The objective of this study is to estimate the concentration of greenhouse gases and air pollutants in 2100, while also accounting for expected socio-economic changes in Korea. First, we intend to prepare scenarios for possible socioeconomic changes in Korea: business as usual (BAU), high growth and low growth. Secondly, we aim to predict services demands in residential?commercial sector, transportation sector, industrial sector for each scenarios. Finally, the emissions of LLGHG and SLCP will be estimated on the basis of the predicted service demands. The study results project that in Korea, LLGHG emissions will be approximately $660Mt\;CO_2\;eq$. and SLCP emissions will be approximately 3.81 Mt, -including black carbon (BC) by 2100. The transportation and industrial sectors are the major source for LLGHG emissions, and the residential and commercial sector serve as the SLCP source. Later, additional studies on the cost and benefit of mitigation should be carried out by comparing the reduced use of materials that cause climate change as a result of reduction policies and the socioeconomic cost.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2010.04a
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• pp.173-174
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• 2010

As the quantity of goods transported, port industry and inland transport industry have developing to transport 630million ton goods annually. And the inland transport industry consists of ground transport for almost 80% of total transported goods. But, ground transport causes some serious problems especially the emission of greenhouse gases from trucks. According to issue "global warming", many regulations and agreements with countries in the world are becoming necessary and it is being fulfilled now. It is sure that Korea will have duty to reduce CO2 emission from 2013. Thus inland transport must cut off CO2 emission level. Therefore this paper will address that the calculation of CO2 emission under route of transportation container from six major container ports in Korea. And then, it will predict CO2 emission of inland transport industry according to increasing container traffic rate at ports.

• Journal of Sensor Science and Technology
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• v.31 no.5
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• pp.343-347
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• 2022

Recently, the problem of global warming caused by greenhouse gases is getting serious due to the development of industry and the increase in transportation means. Accordingly, the need for a technology to reduce carbon dioxide, which accounts for most of the greenhouse gas, is increasing. Among them, a catalyst for converting carbon dioxide into fuel is being actively studied. Catalysts for reducing carbon dioxide are classified into thermal catalysts and photocatalysts. In particular, the photocatalyst has the advantage that carbon dioxide can be reduced only by irradiating ultraviolet rays at room temperature without high temperature or additional gas. TiO₂ is widely used as a photocatalyst because it is non-toxic and has high stability, but has a disadvantage of low carbon dioxide reduction efficiency. To increase the reduction efficiency, 1-propanol was used in the synthesis process. This prevents agglomeration of the catalyst and increases the specific surface area and pores of TiO₂, thereby increasing the surface area in contact with carbon dioxide. As a result of measuring the CO₂ reduction efficiency, it was confirmed that the efficiency of TiO₂ with 1-propanol and TiO₂ without 1-propanol was 19% and 12.3%, respectively, and the former showed a 1.5 times improved efficiency.

• Environmental Engineering Research
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• v.25 no.1
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• pp.52-61
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• 2020

The article examines the impact differences between producing concrete and asphalt. Both materials are widely used in the construction industry. Construction activities account for a large portion of greenhouse gases. Therefore, it is important to consider the Life Cycle Analysis (LCA) to reduce environmental impacts. In this study, the material processes were inputted into an LCA program called SimaPro. The database used for the study was Ecoinvent as it is one of the major databases within SimaPro. The materials were compared against impacts per kg of material produced as the functional unit. Each process was created using the materials, energy and transportation required to produce the materials. Waste streams were also included in the process to determine the impacts after the product was done with its useful life. Using the ReCiPe method, an LCA was conducted. Midpoint and endpoint categories were examined for both the productions. The processes had similar results for the human health and ecosystems categories; however asphalt was marginally higher for both. Asphalt had exceeded concrete in the resource impact category by 100 mPt. The results indicate that concrete is the more sustainable building material. Determination of various impacts of the materials is important for material selection.

• KCID journal
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• v.17 no.2
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• pp.82-94
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• 2010

Recently, biomass application for energy is getting more interests from many countries since biomass is widely available over the nation wide, whereas fossil fuels are produced in several limited regions. Recognizing the importance, government is promoting renewable energy use in Korea. The locational characteristics of the existing biomass potential directly can be used to decide scale of power plant for local agricultural facility. Although there are a few studies on feasible biomass potential in local areas, it is expected that both government and commercial sectors recognize the potential of biomass energy and the importance of reducing greenhouse gases. When planning biomass energy systems, biomass price is determined by the costs of collection, transportation, chipping, drying if required. In this paper investigates the economic and spatial characteristic of biomass location by land use map. However typical area of each categories in local region is not correct to agricultural census data. Therefore we concerned about how to calculate feasible biomass potential which it can be describing total amount of plant scale, and to match both of data. Even though its spatial distribution, in rural area in Korea, to expand biomass energy programs in the area, government serve to find areas of higher biomass production with suitable locations for plants to convert to bio-energy in order to increase the usage of renewable energy.