• Journal of Korean Society for Atmospheric Environment
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• v.9 no.1
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• pp.69-77
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• 1993

Exhaust emissions are calculated as a product of the emission factor and the vehicle kilometer traveled(VKT). The emission factor is a function of several parameters such as vehicle model year, vehicle mileage, traffic conditions, etc. The representative driving cycles classified as ten different types of an average vehicle speed were selected by analyzing passenger car driving patterns in Seoul. 51 vehicles were sampled and analyzed by types of vehicles, fuels used, model years and vehicle mileages also, exhaust emissions of them were measured by chassis dynamometer. Regression equations between average vehicle speeds and exhaust emissions are made for the estimation of emission factors at different vehicle speeds. Annual emission rates of air pollutants from motor vehicles in Korea were 1116$\times10^3 ton, 149\times10^3 ton, 413\times10^3 ton and 67\times10^3$ ton for CO, HC, NOx and particulats, respetively in 1990. It was found that 56% of CO and 49% of HC were originated from passenger cars and taxis, in addition, 87% of NOx and 100% of particulates were from buses and trucks using diesel fuels.

• Journal of Korean Society for Atmospheric Environment
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• v.26 no.5
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• pp.499-506
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• 2010

Recently, a great deal of attention have been directed to the use of alternative fuels as a means to reduce vehicular emissions. As one of the promising alternative fuels, bio-diesel has advantages of a wide adaptability without retrofit of diesel engine. It is also effective enough to reduce CO, THC, $SO_x$, polycyclic aromatic hydrocarbons (PAHs) and PM. In this study, we investigated the emission characteristics of biofuels between different operating conditions, i.e., engine speed (1,400 rpm and 2,300 rpm), engine load (10% and 100%), bio-diesel blending (BD0, BD5 and BD20), and recirculation (EGR) rate of exhaust gas (0% and 20%). Relative performance of the system was evaluated mainly for the greenhouse gases ($CH_4$, $N_2O$ and $CO_2$). In addition, emission characteristics of ND-13 mode were also tested against both greenhouse gases and other airborne pollutants under emission regulation. The relative composition of bio-diesel has shown fairly clear effects on the emission quantities of CO, THC, and PM emission, although it was not on $NO_x$ and greenhouse gases. EGR rate has shown trade-off characteristics between $NO_x$ and PM.

• Journal of Environmental Science International
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• v.24 no.11
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• pp.1525-1540
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• 2015

In order to clarify the contribution rate of PM concentration due to regional emission distribution, Brute force analysis were carried out using numerical estimated PM data from WRF-CMAQ. The emission from Kyeongki region including Seoul metropolitan is the largest contribution of PM concentration than that from other regions except for emission of trans-country and source itself. Contribution rate of self emission is also the largest at Kyeongki region and its rate reach on over 95 %. And the rate at Gangwon region also higher than any region due to synoptic wind pattern. Due to synoptic wind direction at high PM episode, pollutants at downwind area along from west to east and from north to south tends to mix intensively and its composition is also complicated. Although the uncertainty of initial concentration of PM, the contribution of regional PM concentration tend to depend on the meteorological condition including intensity of synoptic and mesoscale wind and PM emission pattern over upwind region.

• Journal of Environmental Science International
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• v.17 no.12
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• pp.1413-1419
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• 2008

The Kyoto Protocol, that had been in force from February 16, 2005, requires significant reduction in $CO_2$ emissions for all anthropogenic sources containing transportation, industrial, commercial, and residential fields, etc, and automotive emission standards for air pollutants such as particulate matter (PM) and nitrogen oxides $(NO_x)$ become more and more tight for improving ambient air quality. This paper has briefly reviewed homogeneous charge compression ignition (HCCI) combustion technology offering dramatic reduction in $CO_2,\;NO_x$ and PM emissions, compared to conventional gasoline and diesel engine vehicles, in an effort of automotive industries and their related academic activities to comply with future fuel economy legislation, e.g., $CO_2$ emission standards and corporate average fuel economy (CAFE) in the respective European Union (EU) and United States of America (USA), and to meet very stringent future automotive emission standards, e.g., Tier 2 program in USA and EURO V in EU. In addition, major challenges to the widespread use of HCCI engines in road applications are discussed in aspects of new catalytic emissions controls to remove high CO and unburned hydrocarbons from such engine-equipped vehicles.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.6
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• pp.656-665
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• 2012

Recently, yearly production of SRF (Solid Recovered Fuel) as an alternative fuel has been rapidly increasing because of the limited waste disposal, rise in oil prices and reduction of greenhouse gas emission. However, SRF using facilities are excluded from the National Air Pollutant Emission Estimation because SRF using facilities are not yet included among the SCC (Source Classification Code). The purpose of this research was to estimate the emission and emission factor of SRF using facilities' PM and $NO_x$, in order to investigate whether or not they are included in the National Air Pollutant Emission Estimation. The emission factors of SRF using facilities' PM and $NO_x$ are calculated as 0.216 kg/ton, and 3.970 kg/ton, and the emission was estimated based on the yearly total SRF usage of 2011. The results above was 18.7% for PM and 12.8% for $NO_x$ emissions from combustion facility (SCC2) in manufacturing industry combustion (SCC1) of CAPSS. If CAPSS estimate the emission by adding SCC on unlisted SRF in case of Boiler (SCC3) fuel, both PM and $NO_x$'s emissions would increase by 15.8% and 11.3% compare to the emissions for the existing combustion facility. As a result, emissions caused by SRF should be considered when calculating the National Air Pollutant Emission Estimation. In addition, further researches to develop emission factor and improve subdivided SCC should be done in the future, for the accurate and reliable estimation of National Emission.

• Journal of the Korean Applied Science and Technology
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• v.33 no.3
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• pp.529-539
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• 2016

Modeling can be used to understand the atmospheric dispersion of air pollutants scientifically. Recent development of model computation enabled to simulate more diverse area. As flowing out from the emission source, the concentration profiles of air pollutants could be estimated in three dimensional space. This study used CALPUFF diffusion model to predict the diffusion of discharged NO2 and TSP on the atmosphere near a combined heat power plant and incinerator. It was investigated contribution concentration of the surrounding area by sources by comparing the actual measurement results and the results of the modeling. Contribution of emission sources to the local level of NO2 was found quite high particularly at the site, A-3. The estimated results by modelling revealed more significant effect on TSP at A-5.

• Journal of Korean Society for Atmospheric Environment
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• v.23 no.1
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• pp.110-124
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• 2007

In this study, the control efficiency of odorous compounds was measured from diverse control process units of 14 individual companies located within the Ban-Wall industrial complex of Ansan city, Korea (January to July 2005), To quantify the control efficiency levels of major odorous compounds, we collected odor samples from both the front and rear side of 17 control process units ($N=17{\times}2=34$). If the control efficiency is compared for each of 32 compounds between different process units, wet scrubber (WS) was found to be the most effective unit in terms of the sum of pollutants showing the positive control signals. Although the WS system shows generally a good control pattern for VOC, it is not the case for most index odorous pollutants; only 3 out of 12 index compounds were found to show positive control efficiencies. The results of the study also indicated that the control efficiency differ greatly between different industrial sectors and/or control process types. In the case of leather industry, carbonyl compounds were found to exhibit the highest control efficiency with its values varying from 19 to 90%. On the other hand, in the case of metal production sector, VOC recorded the maximum control efficiency with values varying from 18 to 79%. According to this study, most air pollution control facilities operated in most companies show fairly poor control efficiencies for most malodor compounds. Hence, to obtain best control efficiency of odorous pollutant emission, acquisition of better information on source characteristics and establishment of effective control technologies are highly demanding.

• Journal of Korean Society for Atmospheric Environment
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• v.16 no.4
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• pp.299-308
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• 2000

This study analyzed solid wastes generated from a school. The emission potential of hazardous pollutants generated from incineration of the school solid wastes (SSWs) was analyzed. Components of the SSWs were identified and the SSWs were classified into combustible and non-combustible wasts. The combustible wastes consisted of papers of 56.5^ plastics of 30.2% woods of 7.1% and fibers of 6.1% based on weight of the wastes. The moisture content and the ash content of the combustible wastes were 18~20% and 11~13% respectively. The combustible wastes of the SSWs were incinerated by using a small-scale incinerator. Fly and bottom ashes and volatile organic compounds (VOCs) were collected from the incineration. Also the metal leaching experiments on the fly and bottom ashes were performed, In analysis of metals leached from the ashes the total amounts of metals leached in the acid solution (pH=3) were much greater than those in the neutral solution (pH=5.8~6.2) For the same amounts of the fly and bottom ashes the total amounts of metals leached from the fly ashes were much greater than those from the bottom ashes. The VOCs produced from incineration of the SSWs consisted of aromatics of 42.1% aliphatic alkenes of 26.3% oxidized forms of 17.3% and aliphatic alkanes of 14.3% In addition the considerable amounts of hazardous air pollutants (e.g benzene chloro-benzene and chloro-alkanes) and compounds (e. g, aliphatic alkenes) with high potential of ozone or photochemical smog formation were identified from the incineration experiment of the SSWs.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.2
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• pp.142-158
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• 2012

This paper investigates the physical and chemical characteristics of long-range transport (LRT) process of air pollutants by employing the MM5-CMAQ and its comparison with local emission dominant (LED) case over northeast Asia. We first classified high air pollution days into LRT and LED cases based on the synoptic meteorological variables of vorticity and geostrophic wind speed/direction at a geopotential level of over 850hPa. LRT cases are further categorized into three types of transport patterns (LRT-I-III) according to the air mass pathways from source regions. LRT-I-III are originated from northern, central, and southern China, respectively, identified by back trajectory analysis. Three LRT-I-III groups have different and unique locations of high pressure and transport pathways. The chemical characteristics showed that the simulated spatial distributions varied in terms of locations of maximum concentrations and the temporal variation of surface concentrations. The primary air pollutants such as $NO_x$, $PM_{10}$ and $SO_2$ of all of three LRT cases are well transported into Korea peninsula with different concentration levels. Of LRT cases, LRT-II has the greatest effect on air quality of Korea peninsula, followed by LRT-I and LRT-III. In comparison with LRT, the LED case shows relatively higher air pollution concentrations in general, but showed a variety of different air quality levels following the emission strength pattern. These widely varying patterns are impling the case dependent multi-directional approach for the development of indicators of long-range transport process over northeast Asia.

• Journal of Korean Society on Water Environment
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• v.33 no.3
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• pp.348-358
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• 2017

The process of evaluating and selecting the best available techniques presents various characteristics for each country. In the case of EU, BAT is selected through TWG meeting after first screening, mass and energy balance, impact assessment and decision support process. Korea has proposed four principles to select BAT that can be carbon neutral for each environmental infrastructure in order to reduce greenhouse gas emissions. In order to evaluate and select the best available technique, it is necessary to differentiate the method according to whether it is a technique generally applied at the current workplace, whether it is a single technique or a combination technique, and whether it is a technology technique or management technique. In the case of a single technique, it should be evaluated whether it is a technique applied in the workplace, excessive cost, superior environmental technique over BAT, and secondary environmental pollution. In the case of multiple techniques, it is necessary to examine whether the emission standards are met and whether the pollutants can be treated at the same level as BAT. In the case of BAT candidates for management techniques, whether or not they contribute directly or indirectly to lowering the emission level of pollutants can be an important evaluation item. In the case of environmental techniques that are not generally applied in the workplace, it is recommended that the following 8 steps be carried out, including those prescribed by law. In the first stage, the list of performance evaluation factors is listed. In the second stage, the level of disposal of pollutants and the level of satisfaction with standards are listed. In the third stage, the environmental evaluation elements are listed. In the fourth stage, Is to list the economic evaluation elements, step 6 is to list the pollution and accident prevention evaluation factors, step 7 is the quantitative evaluation of the technical working group, and step 8 is BAT confirmation through deliberation of the central environmental policy committee.