• Environmental and Resource Economics Review
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• v.32 no.2
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• pp.127-147
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• 2023

This study is trying to analyze the economic effect of replacing thermal power generation, one of the government's carbon-neutral policies, with new and renewable energy. For this analysis, scenario A is set to replace 100% of thermal power generation with new and renewable energy, and scenario B is set to replace 60% of thermal power generation with new and renewable energy. In addition, costs are incurred when replacing thermal power generation with new and renewable energy, and scenario 1 is the same cost as the current cost, and scenario 2 is120% higher than the current cost. Therefore, when converting thermal power generation to new and renewable energy, the scenarios are largely organized into four cases. In the case of replacing thermal power generation with new and renewable energy, the production inducement coefficient of thermal power generation decreased from the current level regardless of the scenario. However, the value-added inducement coefficient and the greenhouse gas emission inducement coefficient are lower than the current level when thermal power is converted to renewable energy by 100%, while the value-added inducement coefficient and greenhouse gas emission inducement coefficient are higher than the current level. In addition, the greenhouse gas emission induction coefficient of most industries was found to decrease, while the production induction coefficient and the value-added induction coefficient increased. Scenario A seems appropriate because the purpose of the government's policy is to reduce greenhouse gas emissions by converting thermal power into new and renewable energy. However, as a result of this, the production inducement coefficient and value-added inducement coefficient of some industries decrease, so the government's support policy is needed to solve this problem

• Journal of Korean Society of Transportation
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• v.36 no.1
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• pp.1-12
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• 2018

The purpose of this study is to establish a methodology for evaluating quantitative effects of transportation GHG (greenhouse gas) reduction-related policies that were implemented based on the reduction goals of transportation GHG and effective implementation plans. This study uses a modal utility function and demand estimation models as well as a GHG emission basic unit estimation model by each transportation mode based on actual traffic and emission data. The results showed that the effects of GHG reduction policies such as electric vary from region to region, and from vehicle to vehicle. It is also confirmed that an eco-drive promotion policy, one of the lowest budget policies, is expected to contribute to high reduction in GHG. In addition, not only automobile emission improvement policies but also the promotion policies of public transportation are expected to highly reduce GHG as confirmed quantitatively in this study. The results of this study are expected to be useful for national and local governments' evaluation of GHG reduction policies to cope with the post 2020.

• Korean Journal of Agricultural and Forest Meteorology
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• v.16 no.4
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• pp.336-342
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• 2014

This study was conducted to estimate of the greenhouse gas inventory on forest land at provincial level. The greenhouse gas emissions are calculated according to the K-MRV guidance. We collected activity data from statistical yearbook of forestry and used default emission factors. The annual total $CO_2$ emission in forest land was -58,711Gg $CO_2eq.$ and the annual $CO_2$ emission in loss such as fellings, fuelwood and fire was 19,896Gg $CO_2eq.$ in 2011. The results showed the removals of carbon dioxide in the forest land, it's amount was -38,815Gg $CO_2eq.$ in 2011. Annual net $CO_2$ removal of local forest was highest in Kangwon province in 2011. Our study did not use the many statistics due to exclusion of double counting. There are need complementary activity data and emission factors, and then we will find a way to calculate the greenhouse gas emissions/removals in the near future.

• Journal of the Korea Organic Resources Recycling Association
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• v.22 no.1
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• pp.40-48
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• 2014

Due to increasing greenhouse gas emissions, global warming and abnormal weather phenomena it has become important on a national level to keep a count of greenhouse gases being emitted. We want to take advantage of any selected area, as the basic data for the calculation of greenhouse gas emissions, Forest and Grassland, Paddy fields, and Fields(crops), Greenhouse(crops), Pig farm, Cattle farm, Farm household(populations, agricultural machinery) and Vehicle, the basic building blocks shots with a small amount of per-unit basis, the statistics calculated based on regional carbon emissions through the literature and experimental. Carbon absorption 772,960 ton C/year, amount of fixation 487,477 ton C/year, amount of emission 1,112,607 ton C/year were noted in Gimje-si, and amount of carbon absorption 55,559 ton C/year, amount of fixation 25,864 ton C/year, amount of emissions 58,355 ton C/year in Gongdeok-myeon, respectively. The carbon absorption at Hwangsan-ri is 25,107 ton C/year, fixation 4,301 ton C/year, and emission 20,330 ton C/year respectively. We were able to estimate the amount of carbon according to the specific characteristics of each unit village, then expanding it to a large-scale and comparative analysis, therefore we were able to obtain basic data on the national levels of carbon absorption.

• Journal of Korean Society of Transportation
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• v.30 no.2
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• pp.117-126
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• 2012

The transportation sector accounts for 33% of the total $CO_2$ emissions. Effective control measures for reducing $CO_2$ emissions are urgently needed to address global warming. Objective and reliable methods to estimate $CO_2$ emissions are a prerequisite for the implementation of such effective control measures. However, existing models have not been successful. Even though the average-speed model is one of the most convenient and useful methods for estimating $CO_2$ emissions, it cannot distinguish between a variety of roads as well as traffic conditions in the model. The results of this study found that there may be significant discrepancies between emissions estimated by the current average-speed model and those measured in real driving conditions. This paper proposed the subdivision of emission factors in the average-speed model depending on both traffic and road conditions.

• Journal of Climate Change Research
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• v.4 no.2
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• pp.115-126
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• 2013

Recently Korea considers the source of biomass burning emissions reflecting national characteristic, so that includes the inventory of emission source but preceding research is rarely implemented in Korea. Therefore, a study on characteristics of greenhouse gas emissions from biomass burning is necessary and it also makes the source management effectively when the climate-atmospheric management system takes effect. In this study, using the manufactured charcoal kiln and the number of experiment was three times to get a reliable experiment result. The sampling time was decided by changing degree in charcoal kiln and charcoal manufacturing process. The results of calculation greenhouse gas emission factor from charcoal kiln were $668g\;CO_2/kg$, $20g\;CH_4/kg$, $0.01g\;N_2O/kg$. Using the emission factor developed in this study, estimate the emissions from charcoal kiln in Korea. The results of calculation were $46,040ton\;CO_2/yr$, $1,378ton\;CH_4/yr$, $0.69ton\;N_2O/yr$ and greenhouse gas emissions applying GWP are as follows. $CH_4$ emissions was $28,947ton\;CO_2eq./yr$, $N_2O$ emissions was $214ton\;CO_2eq./yr$. As a results, Gross emissions of charcoal kiln in Korea was $75,201ton\;CO_2eq./yr$, but the oak used in this study is included to the biomass so emissions of $CO_2$ are excluded. Therefore the net emissions of charcoal kiln in Korea was $29,161ton\;CO_2eq./yr$.

• Korean Chemical Engineering Research
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• v.57 no.5
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• pp.589-595
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• 2019

The policies and researches for the reduction of greenhouses gases have been performed according to"Paris Agreement". Because South Korea is the $6^{th}$ biggest greenhouses gas emitter in the world, the Korea government has prepared the strategies for the reduction of greenhouse gases. The development of CCUS (Carbon Capture Utilization and Storage) technology is necessary to reduce greenhouse gases. Therefore, the CCUS has been studied by many contries in the world. In this work, the trends of CCUS technologies R&D has been shortly investigated.

• Journal of Energy Engineering
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• v.19 no.4
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• pp.203-214
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• 2010

This study is to assess the reduction of greenhouse gas emission and economic contribution by operating nuclear power plants in Korea. According to the results of applying greenhouse gas emission coefficients to the current nuclear power generation and the estimated nuclear power generation of national energy master plan, it is confirmed quantitatively that nuclear power contributes to reducing greenhouse gas emission, controlling inflation, and substituting import of fossil energies. For the reliable and cost-effective supply of energy and the active respondency to climate change, a continuous expansion of nuclear power is implied to be necessary.

• Journal of the Society of Disaster Information
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• v.16 no.3
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• pp.550-557
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• 2020

Purpose: Greenhouse gases are one of the major causes of global warming, a global disaster. In this study, the priority that affects when calculating the GHG emissions in the road sector is accurately calculated based on the speed of individual vehicles from the existing section average speed. I have the purpose of finding a possible factor. Method: A comparative analysis is conducted between the conventional method of the general passage section, the rest area section, the entrance section, and the confluence section of the highway and the speed-based emission calculation method of individual vehicles. Result: As a result of analyzing a total of 6 sections of the Gyeongbu Expressway, it was found that the standard deviation of the speed and the congestion of the sections had a great influence. Conclusion: When comparing the existing GHG emission calculation method with the speed-based emission calculation method of individual vehicles, it is clear that the speed-based method of individual vehicles is more precise. However, since it is difficult to apply it all over the country, this study compares the existing method with the speed-based method of individual vehicles and presents factors that have a significant difference.

• Journal of Korean Society of Environmental Engineers
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• v.33 no.10
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• pp.701-708
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• 2011

In this study, the emissions of GHG from general ships were calculated by Tier1 method based on the fuel consumption, and by Tier3 method based on the activities data such as power and SFOC of each engine, sailing characteristics (e.g. time and load factor, etc.) considering the ship type. In 2009, the emissions of GHG by Tier1 and Tier3 method were appeared 28.27 mega-ton $CO_{2eq}$ and 30.81 mega-ton $CO_{2eq}$. The emissions by Tier3 were slightly more than those by Tier1. We found that the values of the sailing characteristics for surveyed data are overestimated slightly. In the near future, more detailed researches for sailing characteristics considering ship types would be needed for sailing, anchoring, and berthing condition, etc.