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도로수송부문의 온실가스 배출량 산정방법에 따른 경기도 시·군별 배출량 비교

Comparison of Greenhouse Gas Emissions from Road Transportation in Local Cities/Counties of Gyeonggi Province by Calculation Methodologies

  • 이태정 (희대학교 환경학 및 환경공학과/환경연구센터) ;
  • 김기동 (희대학교 환경학 및 환경공학과/환경연구센터) ;
  • 정원식 (희대학교 환경학 및 환경공학과/환경연구센터) ;
  • 김동술 (희대학교 환경학 및 환경공학과/환경연구센터)
  • Lee, Tae-Jung (Department of Environmental Science and Engineering/Institute for Environmental Studies Kyung Hee University) ;
  • Kim, Ki-Dong (Department of Environmental Science and Engineering/Institute for Environmental Studies Kyung Hee University) ;
  • Jung, Won-Seok (Department of Environmental Science and Engineering/Institute for Environmental Studies Kyung Hee University) ;
  • Kim, Dong-Sool (Department of Environmental Science and Engineering/Institute for Environmental Studies Kyung Hee University)
  • 투고 : 2012.04.17
  • 심사 : 2012.07.21
  • 발행 : 2012.08.31

초록

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.

키워드

참고문헌

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