• 한국환경과학회지
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• 제5권2호
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• pp.229-241
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• 1996

This study was performed to find the most desirable emission reduction for each mobile source pollutant and the optimal control strategy at a given level of expenditures in Pusan City in 2000 by using the interactive s-constraint method developed by Chang-Hyo Lee and Hyung-Wook Kim, which isone of the mathematical programming models. The most desirable emission reduction is 7093 ton/year for particulate (TSP), 4871 ton/year for NOx, 5148 ton/year for HC and 36779 ton/year for CO. The optimal control strategy is as follows; 1. As to passenger car and taxi, limiting VKT (vehicle kilometers travelled) in congested areas will be necessary. In addition to this, improving vehicie inspection Program should be enforced. 2. As to small-gasoline bus, traffic adaptive control system will be necessary. 3. As to small-diesel bus, non-adjustable engine parameters will have to be applied. .4. As to heal bus and heart truck, catalytic trap oxidizer and limiting VKT in congested areas will do necessary. 5. As to motorcycle, 2-cycle motorcycles should be converted to 4-cycle motorcycles.

• 한국대기환경학회지
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• 제28권4호
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• pp.454-465
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• 2012

The Korean government decided to reduce 30% of GHG (greenhouse gas) emissions BAU in 2020. Since many efforts to reduce emissions are urgently needed in Korea, the central administrative organization urges local governments to establish their own reduction schemes. Among many GHG emission categories, the emission from mobile source in Gyeonggi Province accounted for 25.3% of total emissions in 2007 and further the emission from road transport sector occupied the most dominant portion in this transportation category. The objective of this study was to compare 3 types of GHG emissions from road transport sector in 31 local cities/counties of Gyeonggi Province, which have been estimated by Tier 1, Tier 2, and Tier 3 methodologies. As results, the GHG emission rates by the Tier 1 and Tier 2 were $19,991kt-CO_2\;Eq/yr$ and $18,511kt-CO_2\;Eq/yr$, respectively. On the other hand, the emission rate by Tier 3 excluding a branch road emission portion was $18,051kt-CO_2\;Eq/yr$. In addition, the total emission rate including all the main and branch road portions in Gyeonggi Province was $24,152kt-CO_2\;Eq/yr$, which was estimated by a new Tier 3 methodology. Based on this study, we could conclude that Tier 3 is a reasonable methodology than Tier 1 or Tier 2. However, more accurate and less uncertain methodology must be developed by expanding traffic survey areas and adopting a suitable model for traffic volumes.

• 한국자동차공학회논문집
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• 제17권3호
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• pp.90-101
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• 2009

An objective of this study is to suggest a procedure to evaluate vehicle emissions regardless of the driving pattern. Field experiments using portable emission measurement system were conducted under the real world driving cycle. Standardized average for NOx, $CO_2$ emission and fuel consumption rates were calculated while the vehicle specific power distribution within each vehicle speed bin was taken into consideration. Composite emission factor and fuel economy, which were obtained based on the standardized average results and traffic statistics, showed good similarity to those acquired through the conventional chassis dynamometer tests qualitatively as well as quantitatively. Considering that a conventional method obviously has a limitation to reflect various characteristics of the real world, the new approach suggested in this study can be used as an alternative procedure to collect more specific data to establish the mobile emission factors.

• 드라이브 ㆍ 컨트롤
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• 제20권3호
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• pp.15-24
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• 2023

The aim of this study was to measure and evaluate the exhaust emission factors of agricultural tractors. Engine characteristics and three exhaust emissions (CO, NO_x, PM) were collected under actual agricultural operating conditions. Experiments were performed on idling, driving, plow tillage, and rotary tillage. The load factor (LF) was calculated using the collected engine data, and the emission factor was analyzed using the LF and exhaust emissions. The engine characteristics and exhaust emissions were significantly different for each working condition, and in particular, the LF was significantly different from the currently applied 0.48 LF. The data distribution of exhaust emissions was different depending on the engine speed. In some conditions, the emission factor was higher than the exhaust emission standards. However, since most emission limit standards are values calculated using an engine dynamometer, even if the emission factor measured under actual working conditions is higher, it cannot be regarded as wrong. It is expected that the results of this study can be used for the inventory construction of a calculation for domestic agricultural machinery emissions in the future.

• 한국대기환경학회:학술대회논문집
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• 한국대기환경학회 2010년도 춘계학술대회 논문집
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• pp.293-295
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• 2010

• 대한안전경영과학회지
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• 제11권1호
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• pp.15-26
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• 2009

This research has so far found out problems including the second damage of extinguishant and the short time of emission when using the existing dry chemical extinguisher and gas type extinguisher, and impossibility of constant extinguishing due to the inability of recharge at the field. To solve such problems, a mobile water mist system was developed and used. However, it is judged that more improved mobile water mist system is necessary because the force of the fire changed diversely and remote villages in mountains or islands where the force of fire extinguishing is short or delayed, require high capacity of fire extinguishing. Therefore a new equipment was developed and tested focusing on the improvement of extinguishing capacity and the performance of extinguishing was found out to be improved, compared to the existing mobile water mist system. It also showed a superior extinguishing capacity to dry chemical extinguisher or gas type extinguisher. Afterward an additional research is required of simplification of equipment, price cutting and the development of additive to enable high performance even with just small extinguishant.

• 기술사
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• 제32권5호
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• pp.118-125
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• 1999

Air pollutant emissions from airplane engines are estimated about 2 to 4 % of mobile source of USA and European countries which is not a large portion of current air pollution. But the passengers and airfreights are continuously increasing 5 to 7% annually and potential demands of air transportation services come to present, it could effect air pollutant emissions of USA will increase within 15 years. In case of our country, there has been continuous increase of air transportation service due to considerable economic growth in recent years and increase of air pollutant emissions of major international airports has followed. Rapid increase of air transportation due to launching of Inchon International Airport could effect air pollution dominantly. By this circumstance environmental specialist as well as mass communication raised necessity of air pollutant emission regulation from airplane engines. It is estimated that air pollutant emissions from airplane engines in our country is 2.7% of automobile sources, 10,809 ton, which is the same level as USA and European countries. It is increased by 12,2% compared to air pollutant emissions during 1996 and it will be increased more than a half of current air pollutant emission within 15 years due to our country's economic condition. Therefore implementation of airplane engine emissions regulation as well as test standards and accumulation of technology about characteristics of airplane engine emission and reduction method are needed. And continuous estimation of air pollutant emission from airplane engines and monitoring of increment as well as development of countermeasures by long term are necessary.

• 한국분무공학회지
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• 제20권4호
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• pp.207-216
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• 2015

Recently, the researches for air pollutant control technologies have been performing in Korea, while considering an one of the latest main topics as problems on air pollutant control. However, it is difficult to investigate emission amount of air pollutant by passenger cars, because of lack of the domestic information about mobile source; the number of research institutes are less in the whole. Especially, the informations on registered numbers and emissions of motorcycles are less. Thus, in this study, the analysis that is based on experimental results was conducted for finding out source profiling and emission characteristics on motorcycles exhaust. For these experiments, the domestic motorcycles were chosen and evaluated by EURO III standard. From the result, controlled pollutants (CO, HC, NOx) were met to EURO III, but low displacement motorcycles showed a higher incomplete combustion reaction than that of 250 cc motorcycles. Additionally, uncontrolled pollutants (BTEX and 1,3-butadiene) were decreased with increasing a displacement of motorcycles. However, the emission trend of aldehydes was not followed that of those; the formaldehyde ratio increased upto approximately 33%, with increasing a displacement of motorcycles. In the future, it would be used to support the CAPSS as basic data of Korea.

• 한국재난정보학회 논문집
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• 제13권1호
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• pp.96-105
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• 2017

지구 온난화는 인류의 재앙이며, 그 주된 원인은 이산화탄소이다. 따라서 온실가스 저감을 위한 범국가적 정책이 수행되고 있으며, 정책의 수립/집행에 있어 정확한 온실가스 배출량 산정은 매우 주요하다. 도로이동오염원에 의한 온실가스 배출량 산정을 위해서는 도로구간별 CO2 배출 원단위가 필요하며, 이는 차량의 속도자료를 이용하여 산정된다. 그러나 전국 도로망에 대한 속도자료의 수집 및 분석에는 한계가 있다. 따라서 본 연구에서는 방대한 양의 차량 내비게이션 자료를 이용한 비집계방식의 도로구간 CO2 배출량 원단위 산정방법을 제시한다. 제시된 방법론은 기존 집계방식에 의한 CO2 배출 원단위보다 정확하며, 전국 도로망에 직접적으로 적용이 가능하다.

• 한국응용과학기술학회지
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• 제36권3호
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• pp.866-875
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• 2019

본 연구에서는 CMB(Chemical Mass Balance) 모델을 이용하여 $PM_{2.5}$에 대한 오염원 확인 및 오염원별 기여도를 분석하였다. A시의 배출원별 기여도 순위는 비산먼지(30.1%) > 생물성 연소(21.9%) > 2차 오염물질(21.1%) > 도로이동오염원(19.3%) > 면오염원(7.6%) 순이고, CMB 모델 기여도와 CAPSS(Clean Air Policy Support System) 배출자료 기여도 비교에서 증가한 배출원은 생물성 연소와 2차 오염물질이고, 감소한 배출원은 도로이동오염원, 비산먼지, 면오염원으로 분석되었다.