• Journal of Korean Society of Environmental Engineers
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• v.33 no.3
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• pp.212-221
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• 2011

Wastewater treatment plants (WWTPs) are required to meet the reinforced discharge standards which are differentiated as 0.2, 0.3 and 0.5 mg-TP/L for the district I, II and III, respectively. Although most of WWTPs are operating advanced biological phosphorus removal system, the supplementary phosphorus treatment facility using chemical addition should be required almost at all WWTPs. Therefore, water quality data from several exemplary full-scale plants operating phosphorus treatment process were analyzed to evaluate the reliability of removal performance. Additionally, a series of jar tests were conducted to find optimal coagulants dose for phosphorus removal by chemical precipitation and to describe characteristics of the reaction and sludge production. Chemical costs and the increasing sludge volume in physicochemical phosphorus removal process were estimated based on the results of jar tests. The minimum coagulant (aluminium sulfate and poly aluminium chloride) doses to keep TP concentration below 0.5 and 0.2 mg/L were around 25 and 30 mg/L (as $Al_2O_3$), respectively, in the mixed liquor of activated sludge. In the tertiary treatment facility, relatively lower coagulant doses of 1/12~1/3 the minimum doses for activated sludge were required to achieve the same TP concentrations of 0.2~0.5 mg/L. Increase in suspended solids concentration due to chemical precipitates in mixed liquor was estimated at 10~11%, compared to the concentration without chemical addition. When coagulant was added into mixed liquor, chemical (aluminium sulfate) cost was estimated to be 4~10 times higher than in secondary effluent coagulation/separation process. Sludge production to be wasted was also 4~10 times higher than secondary effluent coagulation/separation process.

• Journal of Korean Society of Environmental Engineers
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• v.27 no.12
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• pp.1311-1320
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• 2005

The purpose of this research is to survey characteristics of microbial community and the removal efficiency of organic materials for biological activated carbon in water treatment plant. Coal based activated carbon retained more attached bacterial biomass on the surface of the activated carbon than the other activated carbon with operating time and materials. The heterotrophic plate count(HPC), eubacteria(EUB) and 4,6-diamidino-2-phenylindole(DAPI) counts were ranged from $0.95{\times}10^7$ to $52.4{\times}10^7$ CFU/g, from $3.8{\times}10^8$ to $134.2{\times}10^8$ cells/g and from $7.0{\times}10^8$ to $250.2{\times}10^8$ cells/g, respectively. The biomass of EUB and DAPI appeared to be much more $10^2$ than HPC, which were increasing in bed volume of 20,000 at the stage of steady-state. The change of microbial community by analyzing fluorescent in situ hybridization(FISH) method with rRNA-targeted oligonucleotide probes, the dominant group was $\alpha$-proteobacteria($\alpha$ group) and high G+C content bacteria(HGC) the lowest distributing rate before reaching the bed volume of 20,000. After reaching the bed volume of 20,000, $\alpha$ group and other groups of bacteria became decreased, on the other hand, the proportion of both $\beta$-proteobacteria($\beta$ group) and $\gamma$-proteobacteri($\gamma$ group) were increasing. Coconut and wood based activated carbons had similar trend with coal based activated carbon, but the rate of $\alpha$ group on coal based activated carbon had gradually increased. Bacterial production with the operating period appeared highest in coal based activated carbon at the range of $1.2{\sim}3.4\;mg-C/m^3{\cdot}h$ while the coconut and wood based activated carbon were ranged from 1.1 to 2.6 $mg-C/m^3{\cdot}h$ and from 0.7 to 3.5 $mg-C/m^3{\cdot}h$ respectively. The removal efficiency of assimilable organic carbon(AOC) showed to be highly correlated with bacterial production. The correlation coefficient between removal efficiency of AOC and bacterial production were 0.679 at wood based activated carbon, 0.291 at coconut based activated carbon and 0.762 at coal based activated carbon, respectively.

• Membrane Journal
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• v.27 no.4
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• pp.344-349
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• 2017

Alkaline fuel cells using polymer electrolyte membranes are expected to replace proton exchange membrane fuel cells, which have similar system configurations. In particular, in alkaline fuel cells, a low-cost non-platinium catalyst can be used. In this study, to fabricate high performance and high durability anion exchange membranes for alkaline fuel cell systems, two kinds of supports, polybenzoxazole and polyethylene supports, were impregnated with Fumion FAA ionomer, by which we tried to fabricate the support-impregnated membrane which has higher mechanical strength and higher ion conductivity than the Fumion series. Finally, the Pore-filling membranes were successfully fabricated and ionic conductivity and mechanical properties were different depending on the properties of the supports. In the pore-filling membranes with Fumion ionomer on the PE support, excellent mechanical properties were obtained, but ionic conductivity decreased. On the other hand, when the PBO support was impregnated with Fumion ionomer, high ionic conductivity was shown after impregnation due to high basicity of PBO, but the mechanical strength was relatively low as compared with Fumion-PE membrane. As a result, it was concluded that it is necessary to consider the characteristics of the support according to the operating conditions of the alkaline fuel cell during the preparation of the pore-filling membranes.

• Journal of the Korean Society of Radiology
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• v.8 no.7
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• pp.467-477
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• 2014

The purpose of this study is to offer data base for establishment of dental training x-ray generator based safety usage through surveying real radiation safety management state of radiation worker's in plan of operations that have dental training x-ray generators and use it. For it, comprehensive references were surveyed referring reports of current state of regulation technique development and domestic radiation safety evaluation and nuclear related legislation regarding radiation safety management of dental training x-ray generators. On the basis of it, questionnaires were filled in about respondent's general characteristic radiation safety manager's status current state of radiation safety management and the level of knowledge & consciousness. For the study, the survey was conducted to 224 people of radiation safety managers and university graduates training assistants and full-time professors who can treat dental training x-ray generators in education center. through this survey 95 questionnaires were used as analysis materials except the insufficient and omitted responses. As a method of analysis, the frequency and percentage were figured out with the general characteristics and safety manager's status. Chi-square test for frequency and correlation per question analysis and Pearson correlation analysis for crosslevel correlation were done with current state of radiation safety management and knowledge & consciousness level. As a result, running dental training x-ray generators was dealt with by 20's to 40's who have high education level over post undergraduate degree and major in dental hygienic. In addition, female have higher consciousness level for radiation safety management than male. It shows significal linear relation statistically(${\chi}^2$ >5, 0.1${\chi}^2$ >5, 0.3${\chi}^2$ >5, 0.3

• Journal of Animal Science and Technology
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• v.50 no.4
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• pp.561-572
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• 2008

Responses of real-time control parameters, such as ORP, DO and pH, to the conditions of biological animal wastewater treatment process were examined to evaluate the stability of real-time control using each parameter. Also an optimum index for supplemental carbon source addition based on NOx-N level was determined under a consideration of denitrification rate by endogenous respiration of microorganism and residual organic matter in liquor. Experiment was performed with lab-scale sequencing batch reactor(SBR) and working volume of the process was 45L. The distinctive nitrogen break point(NBP) on ORP-and DO-time profiles, which mean the termination of nitrification, started disappearing with the maintenance of low NH4-N loading rate. Also the NBP on ORP-and DO-time profiles was no longer observed when high NOx-N was loaded into the reactor, and the sensitivity of ORP became dull with the increase of NOx-N level. However, the distinctive NBP was constantly occurred on pH(mV)-time profile, maintaining unique profile patterns. This stable occurrence of NBP on pH(mV)-time profile was lasted even at very high NOx-N:NH4-N ratio(over 80:1) in reactor, and the specific point could be easily detected by tracking moving slope change(MSC) of the curve. Revelation of NBP on pH(mV)-time profile and recognition of the realtime control point using MSC were stable at a condition of over 300mg/L NOx-N level in reactor. The occurrence of distinctive NBP was persistent on pH(mV)-time profile even at a level of 10,000mg/L STOC(soluble total organic carbon) and the recognition of NBP was feasible by tracing MSC, but that point on ORP and DO-time profiles began to disappear with the increase of STOC level in reactor. The denitrfication rate by endogenous respiration and residual organic matter was about 0.4mg/L.hr., and it was found that 0.83 would be accepted as an index for supplemental carbon source addition when 0.1 of safety factor was applied.

• Journal of Korean Society of Transportation
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• v.19 no.1
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• pp.101-114
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• 2001

Transportation enterprises should maintain constant and qualitative operation. Thus, in short period, transportation enterprises don't change supply in accordance with demand. In the result, transportation enterprises don't reduce operation in spite of management deficit at will. In freight transportation type, less-than-truckload(LTL) has more relation with above transportation feature than truckload(TL) does. Because freight transportation supply of TL is more flexible than that of LTL in correspondence of freight transportation demand. Relating to above mention, it appears that shortage of road and freight terminal of LTL is larger than that of TL. Especially in road and freight terminal comparison, shortage of freight terminal is larger than that of road. Shortage of road is the largest in 1990, and improved after-ward. But shortage of freight terminal is serious lately. So freight terminal needs more expansion than road, and shows better investment condition than road. Freight terminal expansion brings road expansion in LTL, on the contrary, freight terminal expansion substitutes freight terminal for road in TL. In transportation revenue, freight terminal's contribution to LTL is larger than that to TL. However, when we adjust quasi-fixed factor - road and freight terminal - to optimal level in the long run, in TL, diseconomies of scale becomes large, but in LTL, economies of scale becomes large. Consequently, it is necessary for TL to make counterplans to activate management of small size enterprises and owner drivers. And LTL should make use of economies of scale by solving the problem, such as nonprofit route, excess of rental freight handling of office, insufficiency of freight terminal, shortage of driver, and unpreparedness of freight insurance.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.133-144
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• 2004

A model and a measure which can evaluate the risk of rear end collision are developed. Most traffic accidents involve multiple causes such as the human factor, the vehicle factor, and the highway element at any given time. Thus, these factors should be considered in analyzing the risk of an accident and in developing safety models. Although most risky situations and accidents on the roads result from the poor response of a driver to various stimuli, many researchers have modeled the risk or accident by analyzing only the stimuli without considering the response of a driver. Hence, the reliabilities of those models turned out to be low. Thus in developing the model behaviors of a driver, such as reaction time and deceleration rate, are considered. In the past, most studies tried to analyze the relationships between a risk and an accident directly but they, due to the difficulty of finding out the directional relationships between these factors, developed a model by considering these factors, developed a model by considering indirect factors such as volume, speed, etc. However, if the relationships between risk and accidents are looked into in detail, it can be seen that they are linked by the behaviors of a driver, and depending on drivers the risk as it is on the road-vehicle system may be ignored or call drivers' attention. Therefore, an accident depends on how a driver handles risk, so that the more related risk to and accident occurrence is not the risk itself but the risk responded by a driver. Thus, in this study, the behaviors of a driver are considered in the model and to reflect these behaviors three concepts related to accidents are introduced. And safe stopping distance and accident occurrence probability were used for better understanding and for more reliable modeling of the risk. The index which can represent the risk is also developed based on measures used in evaluating noise level, and for the risk comparison between various situations, the equivalent risk level, considering the intensity and duration time, is developed by means of the weighted average. Validation is performed with field surveys on the expressway of Seoul, and the test vehicle was made to collect the traffic flow data, such as deceleration rate, speed and spacing. Based on this data, the risk by section, lane and traffic flow conditions are evaluated and compared with the accident data and traffic conditions. The evaluated risk level corresponds closely to the patterns of actual traffic conditions and counts of accident. The model and the method developed in this study can be applied to various fields, such as safety test of traffic flow, establishment of operation & management strategy for reliable traffic flow, and the safety test for the control algorithm in the advanced safety vehicles and many others.

• Journal of Energy Engineering
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• v.28 no.3
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• pp.65-79
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• 2019

The study attempted to estimate the optimal facility capacity by combining renewable energy sources that can be connected with gas CHP in industrial complexes. In particular, we reviewed industrial complexes subject to energy use plan from 2013 to 2016. Although the regional designation was excluded, Sejong industrial complex, which has a fuel usage of 38 thousand TOE annually and a high heat density of $92.6Gcal/km^2{\cdot}h$, was selected for research. And we analyzed the optimal operation model of CHP Hybrid System linking fuel cell and photovoltaic power generation using HOMER Pro, a renewable energy hybrid system economic analysis program. In addition, in order to improve the reliability of the research by analyzing not only the heat demand but also the heat demand patterns for the dominant sectors in the thermal energy, the main supply energy source of CHP, the economic benefits were added to compare the relative benefits. As a result, the total indirect heat demand of Sejong industrial complex under construction was 378,282 Gcal per year, of which paper industry accounted for 77.7%, which is 293,754 Gcal per year. For the entire industrial complex indirect heat demand, a single CHP has an optimal capacity of 30,000 kW. In this case, CHP shares 275,707 Gcal and 72.8% of heat production, while peak load boiler PLB shares 103,240 Gcal and 27.2%. In the CHP, fuel cell, and photovoltaic combinations, the optimum capacity is 30,000 kW, 5,000 kW, and 1,980 kW, respectively. At this time, CHP shared 275,940 Gcal, 72.8%, fuel cell 12,390 Gcal, 3.3%, and PLB 90,620 Gcal, 23.9%. The CHP capacity was not reduced because an uneconomical alternative was found that required excessive operation of the PLB for insufficient heat production resulting from the CHP capacity reduction. On the other hand, in terms of indirect heat demand for the paper industry, which is the dominant industry, the optimal capacity of CHP, fuel cell, and photovoltaic combination is 25,000 kW, 5,000 kW, and 2,000 kW. The heat production was analyzed to be CHP 225,053 Gcal, 76.5%, fuel cell 11,215 Gcal, 3.8%, PLB 58,012 Gcal, 19.7%. However, the economic analysis results of the current electricity market and gas market confirm that the return on investment is impossible. However, we confirmed that the CHP Hybrid System, which combines CHP, fuel cell, and solar power, can improve management conditions of about KRW 9.3 billion annually for a single CHP system.

• Journal of the Korean Institute of Gas
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• v.24 no.6
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• pp.1-10
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• 2020

Reactivity controlled compression ignition (RCCI) combustion is one of dual-fuel combustion systems which can be constructed by early diesel injection during the compression stroke to improve premixing between diesel and air. As a result, RCCI combustion promises low nitrogen oxides (NOx) and smoke emissions comparing to those of general dual-fuel combustion. For this combustion system, to meet the intensified emission regulations without emission after-treatment systems, exhaust gas recirculation (EGR) is necessary to reduce combustion temperature with lean premixed mixture condition. However, since EGR is supplied from the front of turbocharger system, intake pressure and the amount of fresh air supplementation are decreased as increasing EGR rate. For this reason, the effect of various EGR rates on the brake power and thermal efficiency of natural gas/diesel RCCI combustion under two different operating conditions in a 6 L compression ignition engine. Varying EGR rate would influence on the combustion characteristic and boosting condition simultaneously. For the 1,200/29 kW and 1,800 rpm/(lower than) 90 kW conditions, NOx and smoke emissions were controlled lower than the emission regulation of 'Tier-4 final' and the maximum in-cylinder pressure was 160 bar for the indurance of engine system. The results showed that under 1,200 rpm/29 kW condition, there were no changes in brake power and thermal efficiency. On the other hand, under 1,800 rpm condition, brake power and thermal efficieny were decreased from 90 to 65 kW and from 37 to 33 % respectively, because of deceasing intake pressure (from 2.3 to 1.8 bar). Therefore, it is better to supply EGR from the rear of compressor, i.e. low pressure EGR (LP-EGR) system, comparing to high pressure EGR (HP-EGR) for the improvement of RCCI power and thermal efficiency.

• Clean Technology
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• v.29 no.2
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• pp.126-134
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• 2023

Direct catalytic decomposition is a promising method for controlling the emission of nitrous oxide (N₂O) from the semiconductor and display industries. In this study, a γ-Al₂O₃ catalyst was developed to reduce N₂O emissions by a catalytic decomposition reaction. The γ-Al₂O₃ catalyst was prepared by an extrusion method using boehmite powder, and a N₂O decomposition test was performed using a catalyst reactor that was approximately 25.4 mm (1 in) in diameter packed with approximately 5 mm of catalysts. The N₂O decomposition tests were carried out with approximately 1% N₂O at 550 to 750 ℃, an ambient pressure, and a GHSV=1800-2000 h^-1. To confirm the N₂O decomposition properties and the effect of O₂ and steam on the N₂O decomposition, nitrogen, air, and air and steam were used as atmospheric gases. The catalytic decomposition tests showed that the 1% N₂O had almost completely disappeared at 700 ℃ in an N₂ atmosphere. However, air and steam decreased the conversion rate drastically. The long term stability test carried out under an N₂ atmosphere at 700 ℃ for 350 h showed that the N₂O conversion rate remained very stable, confirming no catalytic activity changes. From the results of the N₂O decomposition tests and long-term stability test, it is expected that the prepared γ-Al₂O₃ catalyst can be used to reduce N₂O emissions from several industries including the semiconductor, display, and nitric acid manufacturing industry.