• Proceedings of the KSR Conference
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• 2010.06a
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• pp.2258-2261
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• 2010

Since national mid-term target for GHG reduction was determined in 2009, various efforts in transportations have been prepared. Generally, the GHG emission of transportation is calculated using the emission factor published from IPCC guideline(2006). However, it is necessary to develop new emission factors considering the properties of transportation as well as fuel. In Korean railroad, main emission sources are the consumption of diesel and electricity from railcar operation. The GHG emission of electric-powered railcars can be estimated using national electric emission factor, but diesel-powered railcars show different trends. The purpose of this study was to establish the development plans of emission factors for diesel-powered railcars. As a result, the emission factors of diesel-powered railcars were classified into railcar type, engine type and life cycle, notch, load, and traffic volume. In future, several emission factors with this category will be presented quantitatively through field tests with the order of priority.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2563-2566
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• 2011

Government has presented a guideline for the calculation of carbon emission with infrastructures in 2011, which aims to manage the GHG(greenhouse gas) emission of construction sector. Generally, the main emission sources of construction works are divided into the fuel consumption of equipments and the use of materials. This study investigated the characteristics of GHG emission with the use of equipments under the construction of railroad track. Track types are classified into ballasted track and concrete track. As a result, the specific GHG emission on the construction of ballasted track at the A line was 39.53 ton $CO_{2e}/km$ and concrete track was 25.54 ton $CO_{2e}/km$. Ballasted track showed higher specific GHG emission than concrete track because of the additional construction works by the use of gravels. In future, it is necessary to study the comparison of GHG emissions with construction methods including the use of materials. Based on these results, the low carbon construction of railroad will be established continuously.

• Environmental Engineering Research
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• v.25 no.4
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• pp.462-469
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• 2020

This study is proposing a System Dynamics Model for estimating Greenhouse Gas (GHG) emission from treating Municipal Solid Waste (MSW) in South Korea for years 2000 to 2030. The government of country decided to decrease the total GHG emission from waste sector in 2030 as per Business-as-usual level. In context, four scenarios are generated to predict GHG emission from treating the MSW with three processes i.e., landfill, incineration and recycling. For prior step, MSW generation rate is projected for present and future case using population and waste generation per capita data. It is found that population and total MSW are directly correlated. The total population will increase to 56.27 million and total MSW will be 21.59 million tons in 2030. The methods for estimating GHG emission from landfill, incineration and recycling are adopted from IPCC, 2006 guidelines. The study indicates that Scenario 2 is best to adopt for decreasing the total GHG emission in future where recycling waste is increased to 75% and landfill waste is decreased to 7.6%. Lastly, it is concluded that choosing proper method for treating the MSW in country can result into savings of GHG emission.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.12 no.7
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• pp.3302-3309
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• 2011

This study showed the reduced greenhouse gas(GHG) emission through GHG inventory establishment and process diagnosis for a response to climatic change. Also, it presented a direction for company's response to climatic change. Ulsan from its industrial complex has many energy-intensive companies such as petrochemistry, automobile and shipbuilding, and as we judged that the systematic reduction of GHG emission would make a considerable reduction of GHG emission in national dimension we executed this study from 10 companies. It showed the high rate of direction GHG emissions by its process that 5 of 10 companies calculated GHG emission and built its inventory. Also, in order to reduce energy and GHG, it produced about 227,554 million won of its economic effect and 50,740 ton/yr of its sparing effect.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.515-520
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• 2011

The Climate Change has been emerged as one of the most important social and economic issues and is affecting our daily life. The Post-Kyoto Protocol aims to reduce GHG(Greenhouse Gas) emission and mitigate climate change. Under this protocol, developed countries which are classified as Annex I implements programmes and strategies confronting against the climate change. South Korea has set voluntary GHG reduction goal of 30% reduction compared to BAU(Business As Usual) in 2020 and prepares National GHG inventory system and Negotiated Agreements(NA) with industries. It will affect seriously to industry and transport sector and its obligation to reduce GHG emission will be strengthened gradually. Therefore, there will be large impact on industry structure. In Korea, various strategies against climate change are being prepared as researches of development of GHG emission reduction technologies and integrated GHG emission management system in transport sector. In this study, strategy on climate change in transport sector is proposed by being based on developed countries' respond to climate change in transport sector.

• Journal of Environmental Health Sciences
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• v.34 no.5
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• pp.343-350
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• 2008

Quantifying greenhouse gas (GHG) emissions in the waste sector is important to evaluating measures for reduction of GHG emissions. To forecast GHG emissions and identify potential emission reduction for GHG emissions, scenarios applied with environmental policy such as waste reduction and structural change of waste treatment were developed. Scenario I estimated GHG emissions under the business as usual (BAU) baseline. Scenario II estimated GHG emissions with the application of the waste reduction policy while scenario III was based on the policy of structural change of waste treatment. Scenario IV was based on both the policies of waste reduction and structural change of waste treatment. As for the different scenarios, GHG emissions were highest under scenarios III, followed by scenarios IV, I, and II. In particular, GHG emissions increased under scenario III due to the increased GHG emissions from the enhanced waste incineration due to the structural change of waste treatment. This result indicated that the waste reduction is the primary policy for GHG reduction from waste. GHG emission from landfill was higher compared to those from incineration. However, the contribution of GHG emission from incineration increased under scenario III and IV. This indicated that more attention should be paid to the waste treatment for incineration to reduce GHG emissions.

• Journal of the Korean Society for Railway
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• v.15 no.4
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• pp.408-412
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• 2012

Recently, new climate change mechanism after 2020 year has been accepted with the parties, and so government is pushing ahead the GHG reduction policies to achieve the effective results. Especially, it is essential to enhance the role of railroad in the public traffic system as well as to develop new cars with high energy efficiency for the GHG reduction of transportation sector. Thus, the calculation method of GHG emission of railroad should be established to manage the emission continuously. In this study, the calculation method of GHG emission of railroad was defined with Tier level considering its emission sources to refer to 2006 IPCC guideline for national GHG inventories. Also, the GHG emission of railroad at Tier 1 level was investigated using the activity data related to the amount of diesel and electricity consumption from 2008 to 2010. As a result, total GHG emission in 2010 was about 2,060 thousands ton CO2e, which have 73% of electricity and 27% of diesel. In future, the plans on the GHG reduction of railroad will be accomplished by the analysis of the detailed trends on the basis of the emission management of Tier 3 level under operating patterns. Therefore, it is important to develop the specific GHG emission factors of railroad in advance.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.536-543
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• 2011

The previous researches on railway sector have focused on the total greenhouse gas(GHG) emission through national approaches. The aim of this study was to calculate GHG emission at a local government level to measure each city's GHG intensity on rail transportation. This study followed 'the guidelines for local government greenhouse gas inventory(issued by Korea Environment Corporation)' including VKT(Vehicle kilometers Travelled) methodology for railway inventory at a metropolitan area. As a result, the gyeongsangbuk-do emitted the highest GHG emissions at a local government level, followed by chungcheongnam-do and chungcheongbuk-do in 2006. Among several cities, Gimcheon-city emitted the highest GHG at basic government level in 2006. In future, the calculation of GHG emissions at local government level can be applied to establish various policies for GHG reduction.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.1315-1319
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• 2011

As government's policy is enacted to reduce greenhouse gas emission in transportation sector, railroad sector has to estimate amount of emission and propose feasible methods to reduce emission. To calculate accurate emission of railroad sector, we performed a study on the calculation model development for Tier 3 GHG emission factors. According to IPCC guide line, Tier 3 emission factor reflects individual characteristic of diesel locomotive. For this reason, we estimated GHG emission factor by stratified diesel locomotive and the result show difference of emission factor by notch changing. Therefore, the analysis of notch frequency during operation is required to develop Tier 3 emission factor, and we analysed a running pattern of diesel locomotive. As a result, idle and 8 notch consist about 70% of total running distance. In conclusion, the calculation model suppose that Tier 3 GHG emission factor is the sum of multiplied emission factor by weights in each notch. This result can contribute to Tier 3 emission factor calculation and reduction method development of emission in railroad sector by managing driving efficiency and technology development.

• 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.