This paper attempted to estimate the emissions of HFC-134a from scrap truck as a result of measuring the residual quantities of HFC-134a in air conditioner of scrap truck. We measured the residual amounts in the scrap truck of 138 by applying commercial recover for refrigerants. The average residual rate(disposal-phase emission factor) is reported to be 44.3±3.3% within a confidence interval of 95%. Recent year model trucks exhibit the higher residual rates. Little variation, however, is observed in regard to vehicle size. The HFC-134a emission quantity from scrap truck in 2011 is estimated to be 55,908 tCO2-eq that demonstrates 21.4% increase to compare with that in 2007. As the numbers of truck have increased dramatically during the last two decades, the emissions of HFC-134a from scrap truck would increase sharply in the next coming years. HFC-134a is a very high GWP greenhouse gas. therefore have to reduce the emissions from the scrap truck and need to find ways to recycle. The chemical compositions of refrigerants from scrap truck are quite similar to those of new refrigerants, suggesting that the refrigerants from scrap truck could be reused as refrigerant.

This paper is a research on the end-of-waste (EoW) criteria of steel scrap. Government strengthens the management of the scrap recently, as pollution has been raised due to the improperly treated steel scrap. In this study, current status of steel scrap recycling was investigated through field survey in 2012, and classification and recycling standard of steel scrap in developed countries and institutions were investigated through literature survey in order to introduce optimal EoW criteria. As a result, contents of contaminants were selected as the most important recycling standards, and contents of contaminants in steel scrap was measured less than 0.5% in most of companies, but only one recycling company showed 10% of contaminants. EoW criteria for steel scrap was determined to be below 2% of contaminants. In this study, contaminants in steel scrap was defined as hazardous and pre-treated substances, considering the Korean industrial standards (KS). And EoW stage was determined by considering the regulation on resources and practices in field.

Although scrap domestic refrigerator is regarded as a major source of HFC-134a, little information is available for its emission characteristics of HFC-134a. This paper addresses the fugitive emission factors of domestic refrigerator at usephase and disposal-phase. The residual quantities of Korean-made forty three scrap domestic refrigerators were weighed using a commercial recover of refrigerants to determine the emission factors at the disposal-phase. On the other hand, the emission factors at use-phase were estimated from the residual quantities and operating times. The average residual rate of forty three scarp domestic refrigerators is determined to be 75.1 ± 5.2%. The emission factor at the use-phase is estimated to be 2.4 ± 0.5%/yr as a result of using average age of 12.3 years and the average residual rate determined here. The emission factor at the disposal-phase is determined to be 31.9% after adopting 38% of the recycling rate of refrigerant reported by Recycling Center. We estimate 2.9 g/yr for the average emission quantity of HFC-134a per operating refrigerator, while 33.5 g for that per scrap domestic refrigerator. Since the chemical compositions of refrigerant of scrap domestic refrigerator were the same as those of new refrigerant, it is expected that the HFC-134a recovered from scrap domestic refrigerator can be reused for refrigerant.

This paper attempted to estimate the emissions of HFC-134a from scrap passenger vehicles as a result of measuring the residual quantities of HFC-134a in scrap vehicles. We measured the residual amounts in the scrap passenger vehicles of 196 by applying commercial recover for refrigerants. The average residual rate is reported to be 61.2 ± 2.4% with a confidence interval of 95%. As expected, the higher residual rates are shown for recent models. Little variation, however, is made with vehicle size. The HFC-134a emission quantity from scrap passenger vehicles in 2011 is estimated to be 326,236.83 tCO2 eq that demonstrates 53% increase to compare with that in 2007. As the numbers of passenger vehicles have increased dramatically during the last two decades, the emissions of HFC-134a from scrap passenger vehicles would increase sharply in the next coming years. The chemical compositions of refrigerants from scrap passenger vehicles are quite similar to those of new refrigerants, suggesting that the refrigerants from scrap passenger vehicles could be reused.

철강산업은 우리나라의 대표적인 국가 전략산업으로 정부의 적극적 정책지원과 민간의 경영노력이 조화를 이루어 1970년대 이후 한 국경제성장의 견인차 역할을 해왔다. 그러나 우리나라의 경우 철강산업 원자재의 대부분을 수입에 의존하고 있는 실정이며, 이때 수입되는 원자재의 중량이 무겁기 때문에 철강산업은 수송업이라 할 만큼 수송비 부담이 큰 산업이다. 수송의 합리화는 철강산업의 주요한 과제라 할 수 있다. 따라서 본 연구에서는 철스크랩의 안정적인 공급확보 차원에서 철스크랩 수출입 관련 해상운송의 운송경로별(컨테이너선 vs 벌크선) 경제성을 분석하였다. 이를 위해서 먼저 국내외 철강산업의 현황에 대해서 살펴보았으며, 연간 세계 조강생산규모와 철스크랩 소비규모, 세계 철스크랩 교역구조를 분석하였다. 또한, 철스크랩 수출입 관련 컨테이너선과 벌크선의 두 운송수단 간의 수송물류비를 비교하기 위해서 "D 사(社)"의 철스크랩 수출입 운송시간과 운송비용 항목을 이용하여 톤당 물리비용을 산정하여 비교하였다.