PURPOSES : We propose a framework to evaluate the reliability of integrating homogeneous or heterogeneous mobility data to produce the various data required for greenhouse gas emission estimation. METHODS : The mobility data used in the framework were collected at a fixed time from a specific point and were based on raster data. In general, the traffic volume for all traffic measurement points over 24 h can be considered raster data. In the future, the proposed framework can be applied to specific road points or road sections, depending on the presence or absence of raster data. RESULTS : The activity data required to calculate greenhouse gas emissions were derived from the mobility data analysis. With recent developments in information, communication, and artificial intelligence technologies, mobility data collected from different sources with the same collection purpose can be integrated to increase the reliability and accuracy of previously unknown or inaccurate information. CONCLUSIONS : This study will help assess the reliability of mobility data fusion as it is collected on the road, and will ultimately lead to more accurate estimates of greenhouse gas emissions.

In the event of an emergency such as facility shutdown during process operation, the by-product gas must be urgently discharged to the vent stack to prevent leakage, fire, and explosion. At this time, the explosion drop value of the released by-product gas is calculated using ISO 10156 formula, which is 27.7 vol%. Therefore, it does not correspond to flammable gas because it is less than 13% of the explosion drop value, which is the standard for flammable gas defined by the Occupational Safety and Health Act, and since the explosion drop value is high, it can be seen that the risk of fire explosion is low even if it is discharged urgently with the vent stock. As a result of calculating the range of explosion hazard sites for hydrogen gas discharged to the Bent Stack according to KS C IEC 60079-10-1, 23 meters were calculated. Since hydrogen is lighter than air, electromechanical devices should not be installed within 23 meters of the upper portion of the Bent Stack, and if it is not possible, an explosion-proof electromechanical device suitable for type 1 of dangerous place should be installed. In addition, the height of the stack should be at least 5 meters so that the diffusion of by-product gas is facilitated in case of emergency discharge, and it should be installed so that there are no obstacles around it.

Cars using diesel have always had problems with reducing exhaust fumes, and have been studied steadily in this regard. There were studies on the remanufacturing effect of DOC catalyst deactivated by diesel vehicle smoke reduction device, analysis of vehicle fire accident cases caused by damage to diesel vehicle smoke reduction device, and related studies on the remanufacturing effect of diesel vehicle smoke reduction device DPF. This study also developed a burner system in a smoke reduction device suitable for exhaust engines to completely burn smoke generated by institutions using diesel engines in low-temperature exhaust gases. Following the development of the existing high-performance heater, burner structure capable of maintaining ignition state in exhaust flow, pulsation generated by diesel engines, and exhaust flow control unit, the actual configuration, function and effect of the device, development contents, basic data and abnormalities of the vehicle, and comparison with other developed products.

This study examined the power consumption of angling boats during entry, departure, and fishing operations using a black box-type storage device. Through this analysis, it determined the energy consumption and carbon emissions of small fishing boats used for catching the largehead hairtail. The energy consumption and carbon emissions were calculated using formulas provided by the Korea Energy Agency, which incorporated updated emission coefficients from 2022. The findings revealed that the average power consumption of small fishing boats for the largehead hairtail was 546.3 kWh, with a total energy consumption of 0.1164 TOE and carbon emissions of 24.057 CO2. The average energy consumption was calculated at 0.0006 TOE per kilogram, and the carbon emissions were determined to be 0.135 CO2/kg.

In this study, the performances of H2S, NH3, and HCl sensors for real-time monitoring in small emission facilities (4, 5 grades in Korea) were evaluated at high concentration conditions of those gases. And the proper approach for the collection of reliable measurement data by sensors was suggested through finding out the effect on sensor performances according to changes in temperature and humidity (relative humidity, RH) settings. In addition, an assessment on sensor data correction considering the effects produced by environmental settings was conducted. The effects were tested in four different conditions of temperature and humidity. The sensor performances (reproducibility, precision, lower detection limit (LDL), and linearity) were good for all three sensors. The intercept (ADC0) values for all three sensors were good for the changes of temperature and humidity conditions. The variation in the slope value of the NH3 sensor showed the highest value, and this was followed by the HCl, H2S sensors. The results of this study can be helpful for data collection by enabling the more reliable and precise measurements of concentrations measured by sensors.

PURPOSES : This study is aimed to economic analysis of the ferronickel slag pavement method carried out to suggest the necessity of developing ferronickel slag pavement technology. METHODS : A life cycle cost analysis of the application of the Ferronickel Slag pavement method and the cutting + overlay pavement method was performed to compare the economic indicators and greenhouse gas emissions for each pavement method. RESULTS : As a result of the analysis, regardless of the Ferronickel Slag mixing rate, if the common performance of the Ferronickel Slag pavement method is the same or superior to the existing pavement method, it is more economical than the existing pavement method. Furthermore, the lower the maintenance cost of the Ferronickel Slag pavement method, the higher the economic feasibility due to the high Ferronickel Slag mixing rate. Greenhouse gas emissions can be reduced from at least 9% to up to 53% through the application of the Ferronickel Slag pavement method, except for some scenario analysis results. CONCLUSIONS : This study provided that the Ferronickel Slag pavement method was superior to the existing pavement method in terms of economic and environmental aspects. Therefore, it was found that the objective justification of developing road pavement technology using Ferronickel Slag was secured.

Cars using diesel have always had problems with reducing exhaust fumes, and have been studied steadily in this regard. There were studies on the remanufacturing effect of DOC catalyst deactivated by diesel vehicle smoke reduction device, analysis of vehicle fire accident cases caused by damage to diesel vehicle smoke reduction device, and related studies on the remanufacturing effect of diesel vehicle smoke reduction device DPF. This study is also to develop an exhaust flow control unit suitable for an exhaust engine to completely burn smoke generated by an engine using a diesel engine in a low temperature exhaust gas. The main systems to be developed are high-performance heaters, burner structures that can maintain ignition in exhaust flows, and exhaust flow control units that reduce exhaust gas backflow effects caused by diesel engines.

ars using diesel have always had problems with reducing exhaust fumes, and have been studied steadily in this regard. There were studies on the remanufacturing effect of DOC catalyst deactivated by diesel vehicle smoke reduction device, analysis of vehicle fire accident cases caused by damage to diesel vehicle smoke reduction device, and related studies on the remanufacturing effect of diesel vehicle smoke reduction device DPF. This study also developed an optimized system for complete combustion of smoke generated by institutions using diesel engines in low-temperature exhaust gases. The main systems to be developed are high-performance heaters, burner structures that can maintain ignition in exhaust flows, and exhaust flow control units that reduce exhaust gas backflow effects caused by diesel engines.

LNG propulsion ships are actively being built as an eco-friendly fuel for ships, and ships with C-type LNG tanks are being widely built. In order to analyze the risk of LNG venting from operating ships and test-run ships, the flow characteristics according to operating conditions were reviewed using ANSYS FLUENT, a computational fluid dynamics (CFD) software. As a result of the study, it was confirmed that the distribution area exceeding the lower explosion limit of natural gas and the area where the natural gas temperature rose to 17 ° C had similarities. In addition, it was confirmed that the change in the horizontal direction was greater than the change in the vertical direction when the natural gas distribution range was changed. Since the valve opening has a greater effect than the tank pressure, if natural gas must be vented to the atmosphere inevitably, the risk can be reduced by operating the valve opening at 50% or less.

Cars using diesel have always had problems with reducing exhaust fumes, and have been studied steadily in this regard. There were studies on the remanufacturing effect of DOC catalyst deactivated by diesel vehicle smoke reduction device, analysis of vehicle fire accident cases caused by damage to diesel vehicle smoke reduction device, and related studies on the remanufacturing effect of diesel vehicle smoke reduction device DPF. This study also developed a burner system in a smoke reduction device suitable for exhaust engines to completely burn smoke generated by institutions using diesel engines in low-temperature exhaust gases. The main systems to be developed are high-performance heaters, burner structures that can maintain ignition in exhaust flows, and exhaust flow control units that reduce exhaust gas backflow effects caused by diesel engines.

Cars using diesel have always had problems with reducing exhaust fumes, and have been studied steadily in this regard. There were studies on the remanufacturing effect of DOC catalyst deactivated by diesel vehicle smoke reduction device, analysis of vehicle fire accident cases caused by damage to diesel vehicle smoke reduction device, and related studies on the remanufacturing effect of diesel vehicle smoke reduction device DPF. This study is also to develop a burner structure in a smoke reduction device suitable for an exhaust engine to completely burn smoke generated by an engine using a diesel engine in a low-temperature exhaust gas. The main systems to be developed are high-performance heaters, burner structures that can maintain ignition in exhaust flows, and exhaust flow control units that reduce exhaust gas backflow effects caused by diesel engines.

수도권에 위치한 S매립장 내 3개의 매립장을 대상으로 매립가스 배출 및 주요 경로별 표면 발산과 관련된 분석을 하였다. 전체 매립가스 발생비율 10.9%인 LS1이 총 표면발산 비중은 49.4%를 차지하고 있었다. 3개 매립장에서의 메탄의 총 표면발산은 13.6 Nm3/min로서, LS1 8.4 Nm3/min (61.7%), LS2 4.0 Nm3/min(29.4%), LS3 1.2 Nm3/min(8.9%)이고, 발산경로별로는 상부 7.3 Nm3/min (53.2%), 사면 6.4 Nm3/min(46.7%), 다이크 0.02 Nm3/min(0.1%)이었다. 3개 매립장의 주요 배출경로 별 산화율은 다이크가 87.5%로 가장 크고, 상부 72.3%, 사면 71.8% 순이었다. 메탄을 기준으로 표면발 산 기여율은 매립장 별로 LS1이 전체의 61.7%로 가장 컸다. 주요 배출경로별로는 LS1의 사면이 전체의 41.7%, LS2의 상부 24.4%, LS1의 상부 20.0%로서 S매립장의 전체 메탄 표면발산량의 86.1%를 차지함 에 따라 향후 집중적인 관리가 필요할 것으로 판단되었다.

In this study, numerical modeling on the gas flow and off-gases in the low temperature carbonization furnace for carbon fiber was analyzed. The furnace was designed for testing carbonization process of carbon fibers made from various precursors. Nitrogen gas was used as a working gas and it was treated as an incompressible ideal gas. Three-dimensional computational fluid dynamics for steady state turbulent flow was used to analyze flow pattern and temperature field in the furnace. The off-gas mass fraction and cumulative emission gas of species were incorporated into the CFD analyses by using the user defined function(UDF). As a results, during the carbonization process, the emission of CO2 was the dominant among the off-gases, and tow moving made the flow in the furnace be uniform.

The interest in greenhouse gases (GHG) emitted from all industries is emerging as a very important issue worldwide. This is affecting not only the global warming, but also the environmentally friendly competitiveness of the industry. The fisheries sector is increasingly interested in greenhouse gas emissions also due to the Paris Climate Agreement in 2015. Korean industry and government are also making a number of effort to reduce greenhouse gas emissions so far, but the effort to reduce GHG in the fishery sector is insufficient compared to other fields. Especially, the investigation on the GHG emissions from Korean fisheries did not carry out extensively. The studies on GHG emissions from Korean fishery are most likely dealt with the GHG emissions by fishery classification so far. However, the forthcoming research related to GHG emissions from fisheries is needed to evaluate the GHG emission level by species to prepare the adoption of Environmental labels and declarations (ISO 14020). The purpose of this research is to investigate which degree of GHG emitted to produce the species (swimming crab and snow crab) from various fisheries. Here, we calculated the GHG emission to produce the species from the fisheries using the life cycle assessment (LCA) method. The system boundary and input parameters for each process level are defined for LCA analysis. The fuel use coefficients of the fisheries for the species are also calculated according to the fuel type. The GHG emissions from sea activities by the fisheries will be dealt with. Furthermore, the GHG emissions for producing the unit weight species and annual production are calculated by fishery classification. The results will be helpful to establish the carbon footprint of seafood in Korea.

The characteristics of pollutant emission for non-premixed flames with LCG 8000 and LCG 6000 represented as low calorific gases were investigated by numerical simulation. Commercial software (ANSYS 16.2 - FLUENT) is used to predict 2-D pollutant emission with GRI 3.0 detailed reaction mechanism. In addition, the addition of hydrogen to LCG 6000 was also considered. As result, the flame length and temperature of LHVGs were decreased with decreasing calorific value at the same condition. In addition, NO concentration was decreased as temperature decreased. However, CO concentration for LCG 8000 predicted to be slightly higher than that for methane due to the high propane concentration. In the case of LCG 6000 with added hydrogen, the flame length was the shortest and NO concentration was the highest due to the highest flame temperature, but CO concentration decreased rapidly due to the addition of the carbon-free fuel.

본 연구는 다년생 목본작물인 과수 바이오매스 부문의 온실가스 배출･흡수량을 우리나라 국가 온실가스 인벤토리 보고 시 고려되어야 할 적정 산정 방법을 모색하고자 수행되었다. IPCC 가이드라인에 따라 적정 산정 수준을 모색한 결과, 향후 우리나라에 알맞은 적정 산정 수준 (Tier)은 국가 고유의 활동자료와 국가 고유 배출흡수계수를 활용하는 수준 2 (Tier 2)로 나타났다. 국가 고유 배출흡수계수가 없어 수준 1 (Tier 1)을 적용해야 하는 현 시점에서는 매년 활동자료인 과수 재배면적 통계를 발표하기 때문에 손실획득법보다 축적차이법으로 산정하는 것이 적정하다. 수준 2에서 시범 산정한 결과, 이 부문의 상대적으로 낮은 중요도와 산정의 단순성 및 비용을 고려할 경우, 활동자료에 있어 단순화한 하위 범주를 사용하고 성숙목과 미성숙목을 구분하지 않는 것이 적정하다. 반면 온실가스 감축정책에 따른 반응성을 고려한다면, 성숙목과 미성숙목을 구분하는 접근 방법이 적정하다. 산정된 탄소축적량의 불확도는 활동자료보다는 국가 고유 배출계수의 불확도에 의해 크게 좌우되어 향후 신뢰도 높은 국가 고유 배출계수의 개발이 필요한 것으로 나타났다.

인간의 활동으로 인해 발생한 온실가스가 산업혁명 이후 자연흡수량보다 많 아지면서 대기 중 온실가스 농도는 지속적으로 높아지고 있다. 이로 인해 지구 온난화현상이 가속되어 인류를 위협하는 수준에 도달하였다. 이에 UN에서는 기후변화협약, 교토의정서, 파리협정을 채택하였고, IMO에서는 기술적 조치, 운 항적 조치를 이미 시행하였고, 시장기반조치를 비롯한 여러 조치들을 시행하고 자 노력하고 있다. 한편, 국제적인 온실가스 감축을 위한 조치에 따라 우리 정부는 온실가스 감 축목표를 설정하고 온실가스 감축을 위해 노력하고 있다. 그러나 해운산업분야 와 관련된 국내법령은 이를 따라가지 못하고 있는 것이 현실정이다. 따라서 본 연구는 선박온실가스 배출규제의 국내이행의 문제점을 식별하고 개선방안을 제시하는 것을 목적으로 한다.

This study was conducted to identify and assess key parameters affecting greenhouse gas emissions and odor intensity at a naturally ventilated dairy farm. Measurement data of greenhouse gases (CO2, CH4, N2O), odorants (NH3 and H2S), and meteorological data (wind speed, temperature, relative humidity, and solar radiation) were posited as the parameters influencing those emissions. Carbon dioxide and methane emissions correlated well to CO2-equivalent emissions and the contribution of carbon dioxide emissions (R2=0.9181) was greater than that of methane emissions (R2=0.8854). Hydrogen sulfide emissions were highly correlated with odor intensity (R2=0.9989), but the contribution of ammonia emissions to odor intensity was not significant (R2=0.0081). No correlation among CO2-equivalent and odor intensity emissions and meteorological parameters was observed. In this study, the relationship between emissions of greenhouse gases and odor intensity in a naturally ventilated dairy barn mainly depended upon carbon dioxide and hydrogen sulfide emissions. The results in this study will be helpful in the mitigation planning of greenhouse gases and odor in animal feeding operations (CFOs).