The physical treatment such as chemical precipitation or adsorption was usually added after biological treatment in wastewater treatment process since it was enforced to reduce the concentration of phosphate for wastewater effluent to 0.2 mg/L as P which was well known as one of main nutrient causing eutrophication in waterbody. Therefore, the new material functioned for both adsorption and disinfection was prepared with Fe and Cu, and TiO2, respectively, by changing the ratio of concentration referred to tri-metal (TM). According to SEM-EDS, TiO2 was 30~40% composition for any TM regardless of any synthesis condition. However, the ratio of composition for Fe and Cu was dependent on the initial Fe and Cu concentration, respectively. The removal efficiency of phosphate was obtained to 15% at low initial concentration and the maximum uptake (Q) was calculated to ~11 mg/g through Langmuir isotherm model using TM1 which was synthesized at 1000 mg/L, 1000 mg/L, and 2 g (10 g/L) for Fe(NO3)3, Cu(NO3)2, TiO2, respectively. In disinfection test, the efficiency of virus removal using TM was increased with increase of dosage of TM and can be reached 98% at 0.2 g.

Using computational fluid dynamics (CFD), this study simulated the air supply and exhaust conditions inside KTXSancheon train cabin to analyze the airflow, velocity, temperature, and residence time distributions. Based on the analyzed airflow in the cabin, the trajectory properties of droplets with various diameters exhaled from a passenger in a specific seat were analyzed. In the train cabin, forced airflow was formed by the operation of an air conditioning unit, while air stagnation occurred through spinning vortices at the front and rear where there were no floor outlets. Droplet particles ≤36 μm in diameter were dispersed throughout the cabin following the airflow generated by the air conditioning unit. The degree of dispersion differed according to the passenger seat location. In addition, the expelled droplets were mostly deposited on the surfaces of passenger bodies, seats, and floor. The ratio of deposited droplets to suspended droplets was increased with increasing droplet size. Further, the CFD study allowed the prediction of the possibility of exposure to exhaled droplets by estimating the dispersion and deposition properties of droplets released from a passenger in a specific seat. This study can be utilized to adjust the operation of air conditioning units and encourage the installation of air-purifying units to minimize secondary infections.

The characteristics of PM10 generation by subway operation such as acceleration, constant velocity, deceleration or stoppage were measured in real time to study its causes. For measurement positions, the lower center point on the front side of the Tc1-car was selected to observe the re- suspension caused by train draft, and behind the M2-car wheel and the T1-car wheel were selected observe the abrasion loss from friction generation during cabin operation. The measurement results showed that the PM10 generation is increased by train draft was 5.6% in the constant velocity section and 1.45% in the acceleration/deceleration sections. The increase by adhesiveness for cabin acceleration/deceleration was 9.6%, while the increase caused by friction from motor operation and steering was 5.1%. On the other hand, the amount of PM10 flowing into the station when a cabin was stopped at a station was 136% of normal condition and this might be the key reason of PM10 pollution in a subway tunnels since most pollution is accumulated there.

The following study aims to estimate the configuration ratio of the ion compounds that identifies the cause of fine dust and ways to reduce it. In this study, the physical and chemical properties of fine particles in a tunnel and the configuration form of ionic composition were interpreted to establish reasonable measurement for air quality management. Seasonal measurements were performed by collecting samples from the Mia sageori subway station. Chemical Mass Balance (CMB) model was used to estimate the configuration ratio of ions in this study. The results showed that the test performed outside showed about 56.4% of total ion, with (NH4)2SO4, NH4NO3, CaCO3 and NaCl showing concentrations of 2.138 μg/m3, 1.957 μg/m3, 1.697 μg/m3 and 1.600 μg/m3, respectively, while the results indoor had CaCO3, NH4NO3, (NH4)2SO4 and NaCl showing concentrations of 2.272 μg/m3, 2.204 μg/m3, 1.656 μg/m3 and 1.342 μg/m3, respectively, about 65.1% of total ion. During the usage of tunnel, it was found that CaCO3, NH4NO3, (NH4)2SO4 and MgCO3 showed concentrations of 3.464 μg/m3, 1.732 μg/m3, 1.698 μg/m3 and 0.582 μg/m3, respectively, total ion of 70.2% was presented.

This study measured the particulate matter (PM) in a subway tunnel using a dust spectrometer and estimated the PM10 and PM2.5 using a Kriging method. For the hourly measurement, a probe was attached inside the cabin and put through the window to collect data from the outside. The Kriging method is a spatial analysis method, and time and spatial data were applied in the subway tunnel along with a PM concentration map. The result of the measurement shows that PM10 is 31.9~271.3 μg/m3 and PM2.5 is 30.9~209.5 μg/m3. In addition, The pollutant map shows that some sections have a higher concentration than other sections because of the depth and curvature of tunnel and traffic volume on the section and local construction. Also, the results show that differences concentration at different times of sampling could be distinguished. The highest concentration was found at 3 pm while the lowest was at 12 pm. We expect to use the pollutant map in planning air quality improvements for the tunnel.

In this study, we numerically analyzed flow and particle transport near the electrostatic precipitator in the tunnel according to train runs. When there was no train running, flow field was formed by a precipitator. Flow emitted from precipitator blocks the path along the tunnel, and therefore most contaminated air passes through the precipitator and can be cleaned. On the other hand, flow pattern during the train run was affected by train induced wind. A strong straight flow was generated at the front of train, and back flow was formed in the opposite line. When a train runs upward only (train start from suction section to blow section), the subway train transports contaminated particles along the tunnel. For downward train runs only case, the cleaned air reentered the contaminated section with train wind. Both train runs case showed combined flow and particle concentration pattern of both single train runs.

This paper is focused on an economic analysis of applied air pollutant control technologies used for the particulate matters present in subway. Beneficial effects such as reduction in medical expenses and prevention of productivity loss and death are achievable through the adaptation of control technologies. The result showed that the total investment expense was 97.6 billion won and the cost-benefit was 4776.8 billion won, therefore a 4.8 benefit/ cost ratio was attained.

In this study, we investigated the concentrations of PM10 and CO2 in public transportation vehicles (express bus, train, KTX, and subway) reported by previous indoor air quality (IAQ) surveys carried out from 2005 to 2013 in Korea. The number of valid data for PM10 was 566 and for CO2 was 579, and all data were classified according to whether it was collected during rush-hour or non rush-hour. PM10 and CO2 concentrations in subway cabin during the rush-hour were 1.3 and 1.45 times higher, respectively, than those of non rush-hour (p<0.05) in terms of geometric mean value. PM10 and CO2 concentration of express bus and train during the rush-hour also were 1.23 times higher than those of non rush-hour with relatively weak correlations (p=0.246). Among all PM10 concentrations, 16.9% and 3.8% of PM10 concentrations exceeded the IAQ guidelines (200 μg/m3 for non-rush hour and 250 μg/m3 for rush-hour), respectively. In terms of CO2 concentrations, 10.5% and 3.0% of them exceeded the IAQ guidelines (2,500 ppm for non rush-hour and 3,000 ppm for rush-hour), respectively. As a result, concentrations of PM10 and CO2 were estimated to be dominantly influenced by the operation characteristics of public transportation, such as degree of congestion and type of vehicle. In order to improve the IAQ of public transportation vehicles, specific air purification and ventilation systems are needed, depending on the characteristics of public transportation vehicles.

This study was conducted to analyze dust mite allergen and bacterial endotoxin concentrations in the subwaycabins. For this aim, we sampled dust using a vacuum cleaner on cabin seats of subway trains operating in threeSeoul Metro Lines from April to May in 2011. The concentration of dust mite allergen and endotoxin were1,137.51±806.26ng/g and 5,742.1(4.68)EU/g, respectively. While, the concentration of dust mite allergen washigher on cabin seats of subway trains in Line B(1,487.61±930.59ng/g) than on those of trains in Lines A andC(641.9±398.3 and 1,344.9±822.4ng/g). All measurements did not exceed the National Workshop Guidelineof 2,000ng/g. While, bacterial endotoxin concentration [GM (GSD)] was higher on cabin seats of subway trainsin Line A [12,373.21(4.97EU/g)] than on those of trains in Line B and C8,520.77(3.98) and 1,631.43(1.88)EU/g. Dust mite allergen concentrations were strongly influenced by the portion of underground (on the subway line)and endotoxin concentrations were significantly correlated with the number of passengers using the subway lines.Seats for seniors and the week showed relatively higher concentrations compared to seats for general passengers.But, no significant difference of dust mite allergen and endotoxin concentrations in the subway cabins was foundrelating to seat type (p=0.451, p=0.564). There was no correlation between the dust mite allergen levels andendotoxin levels in the subway cabins (p=0.439).

본 논문은 다양한 시설내에 적은 농도의 CO2 제거를 위한 선택적 CO2 흡수능력을 향상시킨 흡착제의 효율평가에 관한 것이다. 직경 4mm의 구형 흡착제는 시판용 제올라이트에 첨가제, 물, 바인더, LiOH를 섞어 제조하였다. 칼럼테스트에서 400분 이내에 90% 이상의 CO2흡착효율을 나타내었고, 흡착필터모듈 흡착능력을 평가하기 위해 회분식과 연속식타입의 챔버테스트가 시행되었다. 회분식테스트에서 30분 이내에 약 92%의 CO2가 제거되는 것을 확인하였다. 연속식테스트에서 30분 이내 70%의 CO2가 제거효율을 보였으며, 2,500ppm 이상의 CO2가 제거되는 것을 확인하였다. 재현성테스트를 수차례 수행한 결과 15일동안 1,000ppm 이상의 CO2가 연속적으로 제거됨을 보였다. TGA 분석법을 이용한 흡착량 분석에서 흡착제 g당 5.0mmol의 CO2를 흡착하는 것으로 나타났다. 본 연구에서 개발된 흡착제는 상온에서 저농도 CO2 실내환경에 적용가능한 것으로 판단된다.

The objective of this study is to assess a level of microbial contamination in the KTX. Investigation sites in the KTX were cabin, gateway, toilet and passenger seat. It was found that the mean concentrations of airborne bacteria and fungi were 157 CFU/m³ and 84 CFU/m³ , respectively, in all of the investigation sites of the KTX. They did not exceed the domestic standard (800 CFU/m³ ) for airborne bacteria and the guideline (150 CFU/m³ ) for airborne fungi recommended by WHO. Mean levels of bacteria and fungi distributed in passenger seat were 2.6×10⁵ cfu/m³ and 3.7×104 cfu/m³ , respectively. The predominant genera identified in the KTX were Bacillus, Corynebacterium, Staphylococcus and Micrococcus for bacteria and Aspergillus, Cladosporium and Penicillium for fungi, respectively. Based on identification result, the profiles of airborne bacteria and fungi in the KTX was wholly similar to those of bacteria and fungi distributed in the passenger seat.

Numerical simulation using computational fluid dynamics (CFD) was performed to calculate the predicted mean vote (PMV) based on velocity and temperature profiles of air in a partitioned office building. The office building (W:14.65 m, D:7.57 m, and H:2.63 m) was divided by partitions of 1.5 m height and shared by 7 office workers. Each person uses a personal computer and printer on a desk. One stand-type air conditioner was installed in the corner of the room and operated at the variable flow rate of 35 ㎥/min. In the case study, we assumed that the initial temperature of the room was 303 K and it was cooled down by operating air-conditioner. The outside temperature was fixed at 303 K and the heat flux through the windows was included in the calculation. Heat sources of personal computers, human bodies, fluorescent lamps, and refrigerator were considered. The temperature and PMV values were also calculated to asses the thermal comfort of each person by operating time of air conditioner. It was found that the thermal comfort could be improved by changing the angle of diffuser grill of air conditioner.

This study focuses on the measurement of airborne Volatile Organic Compounds (VOCs) in the Kumi electronic industrial complex during the time periods of August and September, 2002 and January and February, 2003. This study was based on the US-EPA method TO-14 while the VOCs were analyzed with GC/MSD. The toluene level revealed high concentration at all measurement sites. The areal rank of average concentrations of VOCs is as follows : industry1>industry2>urban>middle>residential. Concentrations of VOCs in Kumi electronic industrial ones were generally higher than at Yeochon and Ulsan industrial complexes. Dichloromethane and trichloroethylene, which are used as a cleaner in the process of electronic industries, were observed 4 to 8 times higher than those of other areas. Among the aromatic compounds, toluene showed the highest level, while the concentrations of dichloromethane and trichloroethylene were higher than those of other halogen compounds. In Kumi, toluene, trichloroethylene, and dichloromethane were confirmed as the major compounds of VOCs by this research.