• Journal of Animal Science and Technology
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• v.63 no.1
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• pp.16-24
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• 2021

The suppressive effect of monensin as an ionophore-feed additive on enteric methane (CH4) emission and renewable methanogenesis were evaluated. To clarify the suppressive effect of monensin a respiratory trial with head cage was performed using Holstein-Friesian steers. Steers were offered high concentrate diets (80% concentrate and 20% hay) ad libitum with or without monensin, galacto-oligosaccharides (GOS) or L-cysteine. Steers that received monensin containing diet had significantly (p < 0.01) lower enteric CH4 emissions as well as those that received GOS containing diet (p < 0.05) compared to steers fed control diets. Thermophilic digesters at 55℃ that received manure from steers fed on monensin diets had a delay in the initial CH4 production. Monensin is a strong inhibitor of enteric methanogenesis, but has a negative impact on biogas energy production at short retention times. Effects of the activity of coprophagous insects on CH4 and nitrous oxide (N2O) emissions from cattle dung pats were assessed in anaerobic in vitro continuous gas quantification system modified to aerobic quantification device. The CH4 emission from dungs with adults of Caccobius jessoensis Harold (dung beetle) and the larvae of the fly Neomyia cornicina (Fabricius) were compared with that from control dung without insect. The cumulative CH4 emission rate from dung with dung insects decreased at 42.2% in dung beetles and 77.8% in fly larvae compared to that from control dung without insects. However, the cumulative N2O emission rate increased 23.4% in dung beetles even though it reduced 88.6% in fly larvae compared to dung without coprophagous insects. It was suggested that the antibacterial efficacy of ionophores supplemented as a growth promoter still continued even in the digested slurry, consequently, possible environmental contamination with the antibiotics might be active to put the negative impact to land ecosystem involved in greenhouse gas mitigation when the digested slurry was applied to the fields as liquid manure.

• 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.

• Journal of Environmental Impact Assessment
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• v.18 no.2
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• pp.69-78
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• 2009

In order to provide fundamental data for developing greenhouse gas emission factor, we investigated power plants in Korea using B-C oil as Energy source. The power plant is a major source of greenhouse gases among the sectors of fossil fuel combustion, thus information of its emission factors is very essential to the establishment of control strategies for the greenhouse gas emissions. The caloric value of fuel was analyzed using calorimeter and the calorific value was 10,419 kcal/kg. The $CO_2$ concentration of flue gas and elemental analysis were conducted using GC-FID and elemental analyzer. The $CO_2$ emission factors from fuel analysis was 75,410 kg/TJ and that from $CO_2$ gas analysis was 94,265 kg/TJ. When compared with IPCC values, the emission factors by the fuel analysis was 2.5% lower, and that by $CO_2$ gas analysis was about 21.85% higher.

• Journal of Korean Society of Transportation
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• v.29 no.6
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• pp.117-128
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• 2011

In this study, a model is developed to predict emission factors, which aims to objectively evaluate the impact of transport projects on air quality. Two emission prediction models for the years of 2015 and 2030 are developed using the historical trends in vehicle aging and vehicle deterioration factors. The analysis results show that the emission factors under the operating speed of 30km/h for the year 2030 are 5~37% and 2~83% less than those used in the current studies for passenger cars and bus/trucks, respectively. The statistically validated experiment results demonstrate the applicability of the proposed model to evaluation of the impact of transport policies on air quality.

• Journal of Environmental Impact Assessment
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• v.16 no.1
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• pp.1-13
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• 2007

This study was carried out to estimate the emission reduction rates for the regional allowable emissions by special measures to achieve the target air quality in Seoul Metropolitan Area (SMA). A modeling system was designed to validate the details in enforcement regulations set up by local governments based on the current status and plans for air quality improvement. Modeling system was composed of meteorological model (MM5), emission model (SMOKE), and air quality model (CMAQ). Predicted results by this system show quiet well not only daily air pollutants concentration but also the tendencies of wind direction, wind speed and temperature. To achieve the target air quality in Seoul Metropolitan Area (SMA), emission allowances are estimated by seasons and regions. Referring to the base year 2002, it was estimated that emission reduction rates to achieve the intermediate goal in 2007 were 14.2% and 16.6% for NOx and $PM_{10}$, respectively. It was also estimated that 52% of NOx and 48% of $PM_{10}$ reductions from the base year 2002 would be required to accomplish the air quality improvement goal of 22 ppb for $NO_2$, and $40mg/m^3$ for $PM_{10}$ in year 2014. To improve $NO_2$ and $PM_{10}$ concentration through emissions reduction policies, it was found that emissions reduction for the on-road mobile sources would be the most effective in SMA.

• Journal of The Korean Society of Agricultural Engineers
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• v.65 no.5
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• pp.69-80
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• 2023

Carbon neutrality in agriculture can be derived from systematic GHG reduction policies based on quantitative environmental impact analysis of GHG-emitting activities. This study is to explore how to advance the calculation of carbon emissions from agricultural activities to the detailed spatial level to a spatial Tier 3 level (Tier 2.5 level), methodologically beyond the Tier 2 approach. To estimate the GHG emissions beyond the Tier 2.5 level by region for detailed spatial units, we constructed available activity data on carbon emission impact factors such as rice cultivation, agricultural land use, and livestock. We also built and verified detailed data on emission activities at the field level through field surveys. The GHG emissions were estimated by applying the latest national emission factors and regional emission factors according to the IPCC 2019 GL based on the field-level activity data. This study has significance that it explored ways to build activity data and calculate GHG emissions through statistical data and field surveys based on parcels, one of the smallest spatial units for regional carbon reduction strategies. It is expected that by utilizing the activity data surveyed for each field and the emission factor considering the activity characteristics, it will be possible to improve the accuracy of GHG emission calculation and quantitatively evaluate the effect of applying reduction policies.

• Journal of the Korean Society for Railway
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• v.8 no.6 s.31
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• pp.520-524
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• 2005

It is consequential to reduce the environmental impact of a product for sustainable development in 21st Century. In the field of transportation, especially, the technological market concerned about reduction and assessment of greenhouse gas emission is expected to be extended. The LCA gas been esteemed and utilized as a realistic alternative greenhouse gas emission is expected to be extended. The LCA has been esteemed and utilized as a realistic alternative to improve the environment by the assessment of environmental impacts. In this study, simplified life cycle assessment(S-LCA), was performed to analyze the environmental impacts quantitatively, which were produced through the life cycle of a electric motor unit(EMU). The object of the present work is rth investigate main parameters of environmental impacts and to establish the plans to improve the environment impact of EMU. As a result of quantitative assessment for environmental impact and manufacturing, the EMU carbody made of SUS showed acidification(AD) and marine water aquatic ecotoxicity(MAET) the most, while that made of Mild showed high impact of global warning(GW) and abiotic resources depletion(ARD). For the SUS EMU, the high AD and MAET impact is occurred by the discharged pollutants during acid-washing process. Also, high value of GW and ARD for Mild EMU is resulted from the consumption of iron ore, coal and crude oil during manufacturing. Therefore, the environment impact of carbody would be decreased by enhancing of energy efficiency and the lightening the weight of it.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1750-1756
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• 2011

After Kyoto Protocol was adopted for green gas reduction, each nations are stepping up efforts to reduce $CO_2$ of a typical green gas. Construction industry also is trying $CO_2$ reduction with the techniques of two types which are software and hardware techniques. The software technique are Passive Design considered green gas emission and the environment impact assessment by LCA. The hardware techniques are adjustment of equipment system and development of eco- friendly material. But, it is nonexistent that a study related to $CO_2$ emission considered detail process in construction industry. This study analyzed the relativeness of equipment combination and $CO_2$ emission by calculate $CO_2$ emission follow to equipment combination on earth-work which is the process emitted most $CO_2$ among railway bedding construction.

• International Journal of Highway Engineering
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• v.19 no.6
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• pp.175-182
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• 2017

PURPOSES : Road sectors contribute approximately 16 % of total GHG emission rates in South Korea. Engineers and experts expend significant efforts to identify countermeasures for the reduction of carbon emission. This study aims to determine how total carbon emission rates change depending on whether or not there is speed limit enforcement. METHODS : In this study, Lamm's travel speed profile theory is first adopted to select the hazard road, which sections are designated as speed limit enforcement. Second, Motor Vehicle Emission Simulator (MOVES) was used to simulate the carbon emission on the road. RESULTS : The total carbon emission rate under speed limit enforcement was 10,773 g higher than the condition without speed limit enforcement in the designated road. This might affect acceleration, which can lead to increased emissions. CONCLUSIONS : There would be no researches about proving the relationship how speed limit enforcement has an effect on carbon emission. The result of our study can provide valuable guidelines regarding road safety and eco-friendly roads.

• Journal of Construction Engineering and Project Management
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• v.2 no.2
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• pp.53-60
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• 2012

Accurate assessment of $CO_2$ emission from buildings requires gathering $CO_2$ emission data of various construction materials. Unfortunately, the amount of available data is limited in most countries. This study was conducted to present the $CO_2$ emission data of concrete, which is the most important construction material in Korea, by conducting a statistical analysis of the concrete mix proportion. Finally, regression models that can be used to estimate the $CO_2$ emission of concrete in all strengths were developed, and the validity of these models was evaluated using 24 and 35MPa concrete data. The validation test showed that the error ratio of the estimated value did not exceed a maximum of 5.33%. This signifies that the models can be used in acquiring the $CO_2$ emission data of concrete in all strengths. The proposed equations can be used in assessing the environmental impact of various construction structural designs by presenting the $CO_2$ emission data of all concrete types.