아산만의 해양수질을 이해하기 위하여 2011년 12월부터 2013년 2월까지 아산만과 주변 방조제 호수의 수질을 계절별로 조사하였으며, 이를 바탕으로 아산만을 3개의 해역(Bay1, Bay2, Bay3)으로 구분하여 물질수지를 분석하였다. 현장 조사 결과 여름철인 2012년 7월에 아산만의 중앙해역(Bay2)에서 영양염이 증가하는 현상이 관측되었으며, 물질수지 결과에서도 동일시기에 중앙해역에서 영양염이 생성됨을 보였다. 이렇게 중앙해역에서 영양염 농도를 증가시킬 수 있는 공급원은 노후한 방조제 호수의 배출수와 미처리된 도시하수 등 비점오염물질을 포함한 배수로의 배출수로 추정되었다. 결과적으로 이러한 중앙해역의 높은 영양염이 외만으로 확장되는 과정 중 식물플랑크톤에 이용되면서 외만에서 높은 Chl-a의 농도가 관측된 것으로 해석된다. 따라서 아산만의 건강한 해양생태계 유지를 위해서는 방조제 호수의 배출수와 비점오염에 대한 적절한 관리가 필요하다.

대기오염에 관한 관심은 국내·외에서 점진적으로 상승하고 있으며, 자동차와 연료분야 연구자 들은 청정 (친환경 대체연료) 연료와 연료품질 향상 등을 이용하여 새로운 엔진 설계, 혁신적인 후 처리 시스템 등의 많은 방법으로 차량 배기가스를 감소시키려고 노력하고 있다. 이러한 연구들은 주로 배출 가스 및 가솔린 차량의 PM 입자 배출 두 가지 이슈로 진행되고 있다. 자동차의 배출가스 및 미규제 물 질, PM (입자상 물질) 입자는 환경오염과 인체에 악영향을 주는 많은 문제를 일으키고 있다. 자동차 배 출가스의 주요 물질인 입자상 물질은 작은 입자로 구성된다. 이러한 작은 크기 때문에, 흡입된 입자는 쉽게 폐 깊숙이 침투 할 수 있다. 이 입자의 거친 표면들은 대기중에서 다른 독성 물질과 결합하기가 쉽다. 따라서 입자흡입의 위험을 증가시킨다. 함산소 연료첨가제 유형 (MTBE, 바이오 ETBE, 바이오 에 탄올, 바이오 부탄올)에 기초하여, 본 논문은 가솔린 자동차 배출가스 및 미규제 물질, 나노입자 배출에 산소함량의 영향을 토론하였다. 또한, 본 논문은 두 가지 시험모드를 사용하여 배출가스 특성을 평가하 였다. 시험모드는 FTP-75 및 HWFET 모드이었다.전체 측정항목에서 배출가스 규제 값보다 적게 배출되고 있는 것을 볼 수 있었고, 산소함량이 증가하 면서 측정항목에 따라 증감이 다름을 알 수 있었다.

비용매 유도 상분리(NIPS) 법으로 제조된 폴리이미드 전구체를 이용하여 탄소분자체 중공사 분리막을 제조하였 으며, 온도변화에 따른 열처리 조건이 탄소분자체 중공사막의 기체 분리 특성에 미치는 영향을 고찰하였다. 열처리 온도 250~ 450°C에서 승온 속도, 안정화 시간을 조정하여 최적화 하였을 때, 중공사 분리막의 단일기체 N2, SF6, CF4 투과도는 각각 20, 0.32, 0.48 GPU이었고, N2/SF6 선택도는 62, N2/CF4 선택도는 42로 가장 높은 값을 나타내었다. SF6/CF4/N2 혼합기체 평가 에서는 0.5 MPa에서 stage cut이 0.2일 때, SF6, CF4 회수율이 각각 99, 98% 이상으로 높게 나타났고, 농축농도는 stage cut 0.8에서 주입농도의 4.5배 이상이었다. 이로부터 제조된 탄소분자체 중공사 분리막은 불화가스 회수용 분리막으로써 우수한 소재임을 확인할 수 있었다.

This paper presents the results of a human health effect for H2S emission standard of incinerators in Seoul, Korea. The four selected incinerators of Gangnam, Mapo, Nowon and Yangcheon were chosen as the domains of study. Air dispersion modelling (AERMOD) was used to predict the ground level concentration within 3 km distance of the emission source. The emissions at the incinerators studied ranged from 0.0721 (Yangcheon) to 0.3007 g/s (Gangnam). These values were about three orders of magnitude smaller than that of Canadian geothermal power plants. Based on the health risk assessment, different health risks were identified for short-term and long-term dispersion of the studied areas. The short-term hazard quotient (HQ) for H2S of Gangnam and Nowon incinerators were greater than the acceptable limit (i.e., 1.0) in some locations. However the long-term HQ for H2S of all incinerators were lower than the acceptable limit.

The objective of this study was to determine how feeding forage and concentrate separately (SF) or as a total mixed ration (TMR) affects enteric methane production of cattle. Six Holstein steers (203 ± 22.5 kg) were used in a 2 × 3 changeover design experiment. Experimental diets (TMR and SF) consisted of compound feed, timothy hay and soybean curd residue in a ratio of 40:48:12, respectively, and diets were fed at 10% of metabolic body weight, on an as-fed basis. There were no differences in dry matter intake and enteric methane production (g/d) between SF and TMR but the methane conversion rate (methane energy/GE intake) of TMR was significantly higher (p=0.05) than that of SF. The mean methane emission factor (kg/head/year) and conversion rate of the two treatments were 21.4 and 0.05, respectively. There was a strong relationship between metabolic body weight and enteric methane production (p<0.001). At the present time, further studies may be necessary in order to establish the effects of TMR and SF on enteric methane production.

PURPOSES : This study proposes a methodology to collect data necessary for microlevel emission estimation, such as second-by-second speeds and road grades, and to accordingly estimate emissions. METHODS: To ease data collection for microlevel emission estimation, a vehicle equipped with speed- and location-recording instruments as well as equipment for measuring road geometry was used. As a case study, this vehicle and the proposed methodology were used on a 10- km-long highway in Yongin City, Korea. Emissions from the vehicle during driving were estimated in various microscale driving conditions. RESULTS : Differences in the estimated emission under different microscale driving conditions cannot be ignored. Compared with the estimations obtained when second-by-second data were not considered, CO and NOx emissions were more than threefold higher when considering second-by-second speed; similarly, CO and NOx emission estimations were higher by approximately 10% and 3%, respectively, when considering second-by-second road grade. CONCLUSIONS : The proposed method can estimate vehicle emissions under real-world driving conditions in such applications as road design and traffic policy assessments.

연구에서는 메조스코픽 교통 시뮬레이션 모형인 DTALite와 대기오염 배출량 산정 모형인 MOVES Lite-K를 활용하여 교통운영 전략 수행시의 이동성 변화와 대기 오염물질 배출량 변화를 평가하는 연구 를 수행하였다. 수원시를 대상으로 DTALite으로 교통 네트워크를 구축한 후, 첨두율 완화, 차량 교체, 재 차인원 증가 전략을 시행하는 시나리오를 시뮬레이션을 각각 수행하여 미시행 시나리오인 Baseline 시나 리오와 비교분석한 결과를 나타내었다. 본 논문에서는 이동성 지표인 속도와 오염물질 배출량에 대하여 비교 평가한 결과를 제시하였다. 그림 1에서 보는 바와 같이 네트워크 평균 통행 속도는 22.4 mph에서 첨두 집중율 완화, 재차인원 증 가의 시나리오에서는 평균 통행 속도가 각각 약 5 mph, 1.9 mph 증가하였다. 차량 교체 시나리오의 경 우는 교통수요가 동일하기 때문에 시행전과 유사한 평균 속도를 보이는 것으로 나타났다. 표 1에는 Baseline 시나리오 대비 대기오염 배출량의 변화율이 정리되어 있으며 시나리오별로 다음과 같은 감소 효과를 보이는 것으로 분석된다. ‧ 첨두율 완화 시나리오 : 교통혼잡을 완화시킴으로 인해 오염물질 배출량이 약 6~9% 감소 ‧ 차량 교체 시나리오 : 18%의 CO2 감소, 28%의 CO 감소. 교체된 차종인 휘발유 소형 승용차가 기존 차종인 휘발유 중, 대형 승용차 보다 CO2, NOx, CO, PM 배출율은 낮지만 HC 배출율이 높기 때문에 다 른 오염물질은 감소하였으나 총 HC 배출량은 증가하였음 ‧ 재차 인원 증가 시나리오 : 10%의 재차 인원 증가율을 적용하였기 때문에 차량 수요가 약 9% 감소하였고 오염물질 배출량도 수요 감소와 유사한 수준의 7~10% 감소를 보임 본 연구의 분석 결과를 통해 교통정책 대안별 네트워크 평균 속도 및 오염물질 배출량 변화를 분석할 수 있었다. 본 연구에서 적용한 방법론이 교통운영전략, 교통정책, 교통사업 평가 시 활용된다면 이동성 과 환경적 측면을 함께 고려할 수 있는 주요 판단 지표를 의사 결정자에게 제공할 수 있을 것으로 보인다.

PURPOSES: In this paper, the effectiveness of speed-maintained standardization in road geometry on environmental impact at a downward slope location, based on greenhouse gas (GHG) emission indicators, was studied. Specifically, the aim of this study was to ascertain whether speed-maintained standardization resulted in decreased CO2 emissions as well as noise pollution, due to reduced vehicle speeds. METHODS : In this study, speed-maintained standardization in road geometry was proposed as a means to reduce vehicle speeds, with a view to reducing CO2 emissions and noise pollution. This technique was applied at a downward slope location. The vehicle speeds, CO2 emissions, and noise levels before and after application of speed-maintained standardization were compared. RESULTS: It was found that speed-maintained standardization was effective as a means to reduce speed, as well as CO2 emissions and noise pollution. By applying speed-maintained standardization, it was confirmed that vehicle speeds were reduced consistently. As a result, CO2 emissions and noise levels were decreased by 9% and 11%, respectively. CONCLUSIONS : This study confirmed that speed-maintained standardization in road geometry is effective in reducing vehicle speeds, CO2 emissions, and noise levels. Moreover, there is further scope for the application of this method in the design of roads in urban and rural areas, as well as in the design of highways.

유럽연합(EU)은 온실가스배출 감축을 위해 가장 적극적인 정책을 추 진하고 있다. 해운에서 배출되는 이산화탄소 및 기타 배출가스의 결과, 해운은 지구기후 및 대기에 영향을 미친다. 유럽위원회는 2013년 6월 28일에 해운부문 온실가스배출규제 법안 을 채택하고, 동 법안을 유럽 의회 및 유럽연합각료이사회에 제안하였다. 유럽위원회는 동 입법안에 대한 면밀한 입법영향평가를 실시하여 부작용을 최소화하였다. 2015년 4월 29일 유럽의회 및 유럽연합각료이사회는 위 법안을 「해 상운송으로부터 발생하는 이산화탄소의 감시, 보고 및 검수, 그리고 2009/16/EC 지침 개정에 관한 규칙( 해운부문 온실가스배출규제 규 칙 )」으로 의결하였다. 해운부문 온실가스배출규제 규칙은 2015년 7월 1일부터 시행되고 있다. 해운부문 온실가스배출규제 규칙의 궁극적인 목 적은 가장 효율적인 방법으로 해운부문에서의 탄소배출 감축을 촉진하는 것이다. 이 규칙은 유럽연합 회원국 역내항구간의 항해 및 유럽연합 회원국 역내항구로 입출항하는 5천톤급 초과의 상선에 적용된다. 검수기관은 탄 소배출보고서가 해운부문 온실가스배출규제 규칙에서 규정한 요건을 충 족하고 있는지 평가하며, 탄소배출보고서가 해운부문 온실가스배출규제 규칙을 충족하는 경우 검수기관은 해당 선박에 대한 합격서를 발급한다. 유럽연합 회원국의 역내의 항구로 입출항하는 선박들은 검수기관이 발행 한 유효한 합격서를 지녀야 한다. 이 규칙은 유럽연합의 회원국을 입출 항하는 선박에 적용되므로 해운사 및 해운부문 관계자들은 동 규칙을 이 해할 필요가 있다.

대기오염에 관한 관심은 국내·외에서 점진적으로 상승하고 있으며, 자동차와 연료 연구자들은 청정(친환경 대체연료) 연료와 연료품질 향상 등을 이용하여 새로운 엔진 설계, 혁신적인 후 처리 시스 템 등의 많은 접근을 통하여 차량 유해 배기가스를 감소시키려고 노력하고 있다. 이러한 연구들은 가솔 린 자동차의 배출가스 및 가솔린 차량의 PM 입자 배출 등의 두 가지 이슈로 진행되고 있다. 자동차의 배출가스 및 PM(입자상 물질) 입자는 환경오염과 인체에 악영향을 주는 많은 문제를 일으키고 있다. 추 가로, 함산소 첨가제로서 연료에 포함된 MTBE (Methyl Tertiary Butyl Ether)에 대한 환경 문제점을 연 구하고 있다. 연구자들은 MTBE가 건강에 미치는 영향에 대한 많은 데이터를 가지고 있다. 이러한 데이 터는 높은 MTBE 용량에서 잠재적인 발암 물질 임을 결론짓고 있다. 함산소 연료첨가제 유형 (MTBE, 바이오 ETBE, 바이오 에탄올, 바이오 부탄올)에 기초하여, 본 논문 은 가솔린 연료 물성 및 증발가스 배출 특성에 대해 산소함량의 영향을 검토하였다. 또한, 연료물성에 대한 휘발유 차량의 가속 및 출력 성능을 평가하였다.

The correlation analysis between odor sensor and air dilution olfactometry method with odor emission facilities was performed for the real-time evaluation of odor emitted from the 13 facilities. The total correlation was less significant for all facilities due to various emission characteristics of odor. The correlation for the individual facility, however, showed a higher correlation coefficient (R=0.7371~0.9897). Especially, the strong correlation (above 0.9) was observed for the industry type with the odor characteristics like tobacco, styrofoam, acetic acid, and burning smell. The repeated odor measurements using the odor sensor showed good reproducibility with the mean relative standard deviation of 5.06%. The odor sensor could be useful tools for identifying and evaluating odor with an olfactometry in field, if the use and proofreading of the odor sensor are improved by a standardized method.

This study was conducted to develop and evaluate an appropriate control device for a purge type controlled atmosphere (CA) storage in Korea. To determine ideal performance, oxygen and carbon dioxide control capability and airtightness were analyzed according to the postharvest management manual of CA storage of Fuji apples. In shortened experiments for CA storage, the condition was delayed CA at 0-0.5oC for three days and stored at 0.1-0.5% carbon dioxide levels for 3 days and then further stored 6 days under 1% carbon dioxide. As a result, the temperature control range of a developed CA container was 0.0-0.5oC, and the relative humidity was more than 90%, except for the defrosting step for the freezer during the storage period. The rate of pressure reduction for the CA container in the negative and positive pressure states was 0.45 and 0.21 mmH2O/min, respectively, and it was twofolds higher than standard airtightness for CA storage. After nitrogen injection, oxygen concentration was achieved at 2%, and carbon dioxide concentration was maintained at 0.1-0.5% for 6 days. Afterwards, carbon dioxide levels were tightly controlled between 0.1-1.0%. These results suggest that a developed purge type CA container could be effective in commercially maintaining the quality of agricultural products.

PURPOSES: The purpose of this study is to develop a methodology for estimating additional carbon emissions due to freeway incidents. METHODS : As our country grows, our highway policy has mainly neglected the environmental and social sectors. However, with the formation of a national green growth keynote and an increase in the number of people interested in environmental and social issues, problems related to social issues, such as traffic accidents and congestion, and environmental issues, such as the impact of air pollution caused by exhaust gases that are emitted from highway vehicles, are beginning to be discussed. Accordingly, studies have been conducted on a variety of environmental aspects in the field of road transport, and for the quantitative calculation of greenhouse gas emissions, using various methods. However, in order to observe the effects of carbon emissions, microscopic simulations must use many difficult variables such as cost, analysis time, and ease of analysis process. In this study, additional greenhouse gas emissions that occur because of highway traffic accidents were classified by type (incident handling time, number of lanes blocked, freeway level of service), and the annual additional emissions based on incidents were calculated. According to the results, congestion length and emissions tend to increase with an increase in incident clearance time, number of occupied lanes, and worsening level of service. Using this data, we analyzed accident data on the Gyeong-bu Expressway (Yang-Jae IC - Osan IC) for a year. RESULTS : Additional greenhouse gas emissions that occur because of highway traffic accidents were classified by type (incident handling time, number of lanes blocked, freeway level of service) and annual additional emissions caused by accidents were calculated. CONCLUSIONS: In this study, a methodology for estimating carbon emissions due to freeway incidents was developed that incorporates macroscopic flow models. The results of the study are organized in the form of a look-Up table that calculates carbon emissions rather easily.

PURPOSES : This study aimed to offer a greenhouse gases table to assist a road designer in calculating the greenhouse gases for a road environment when making a decision about an alternative road. METHODS: This study developed an operation mode table of greenhouse gases using the MOVES program. Similar factors for Korean vehicles and fuels are reflected in the MOVES program, which was made in the USA. Finally, a paired t-test was conducted to calculate the site data and MOVES data. Through these studies, a methodology was suggested for calculating carbon emissions based on various types of roads alignments. RESULTS : The site results for a passenger truck on the road were statistically significant when the vehicle speed was above 65 km/h. However, a future study will consider factors for various road alignments and vehicles. CONCLUSIONS : This study will contribute to the theoretical basis for reducing carbon emissions from roads by helping road designers make decisions about road alternatives in terms of the road environment.

This study aims to estimate the Green-House-Gas emissions from domestic farmed flounder in the southern sea and Jeju-Do, where is mainly produced, by the assessment of energy consumptions and GHG emissions from domestic fish farms for establishing reduce standards of greenhouse gas from a sustainable perspective. It needs to analyze such GHG emission components as feed, electricity, fuel, fixed capital, fish respiration, and liquid oxygen in two locations by 4 stage running water type farm size of small, small and medium, large and medium, large scale. The result showed that the mean GHG emissions were 36.83 kg·CO2/year in the southern sea and 24.33 kg·CO2/year in Jeju-Do, respectively, in the stage of production per fish 1kg at 2 locations and farm size from domestic farmed flounders, and it will give to be useful for policy, planning, and regulation of aquaculture development with establishing GHG reduction standards.

This study aims to evaluate the relationship between concentration and odor intensity using the odor sensory method for 4 types of fatty acid compounds and i-butyl alcohol. For the measurement, 18 panelists were selected based on several criteria through a panel test. Panelists chosen for their closely similar sensitivities provided more reproducible values. The estimation showed that the correlation of the concentration with odor intensity for the 5 compounds, including the fatty acid compounds and i-butyl alcohol can be reasonably expressed by the Weber-Fechner equation. Notably the standards regulation fatty acid concentrations are very strict, and the butyl acetate standards are very loose. It is suggested than the results of this study can be used as basic data for research on measures to improve the regulation standards on complex odor concentrations on site boundaries in operation, as well as the correlation between concentration and odor intensity for the designated foul odor substances, and their characteristics.

The volume of fluid method is applied to study the effects of the gas channel wall contact angle on the removal characteristics of a water slug in a right angle PEMFC gas channel. While maintaining the same GDL surface contact angle, two different contact angle distributions on the control area in the corner region are compared via the water coverage ratio and water volume fraction. The water coverage ratios of the hydrophobic channel corner case mainly show smaller values than that of the hydrophilic case except around 27 ms. The water volume fraction of the hydrophobic corner case is supposed to drop down quickly around 27 ms due to the dynamic movement of the liquid water compared to the hydrophilic case. In overall, the hydrophobic corner case shows better water slug removal characteristics.