PURPOSES : The study aims to establish a comprehensive life cycle assessment model for bridges in South Korea considering domestic carbon emission factors. The main aims are to evaluate the carbon emission of bridge construction, focusing on the Seong-ri Bridge as a case study, and to improve national environmental policies and management strategies. METHODS : We utilized the life cycle assessment (LCA) methodology, adhering to standards set by ISO, to categorize each phase of the bridge's life cycle. The process involved selecting the bridge type based on the compilation of a detailed analysis range. The analysis covered various stages from raw material supply (A1-A3) to construction (A4-A5) and maintenance (B2-B5), excluding certain stages due to data unavailability. Carbon emission factors were then applied to quantify emissions at each stage. RESULTS : The findings indicate that the raw material production phase (A1-A3) contributes to approximately 96% of the total carbon emissions, highlighting its significant impact. We report detailed calculations of emissions using domestically developed emission factors for materials such as steel and concrete and establish a carbon emission per unit length measure for comparative analysis with other infrastructure. CONCLUSIONS : We leveraged LCA ISO standards to analyze each stage of the Seong-ri bridge, calculating its carbon emissions based on domestic factors for CO2, CH4, and N2O. By tailoring the study to Korea-specific emission factors, we develop a greenhouse gas model closely aligned with the nation’s environmental conditions. The results contribute to improving environmental impact assessments and strategically aiding national policy and management decisions.

PURPOSES : A methodology for estimating micro-emission factors using vehicle trajectory data collected from navigation and DTG devices and basic emission factors for each vehicle type of the MOtor Vehicle Emission Simulator (MOVES) is presented. The methodology can calculate micro-emissions based on only the traffic volume and average speed for each vehicle type. METHODS : Cluster analysis was performed by accumulating the trajectories of individual vehicles on a specific road section into speed groups in which vehicles drove with the same range of average speed. Then, the micro-emission factors were estimated for each speed group. RESULTS : Using the vehicle trajectory data revealed that the emissions calculated from micro-emission factors estimated by the proposed methodology were similar to the sum of the emissions calculated from the vehicle trajectories for each vehicle. CONCLUSIONS : The micro-emission factor database for each road type and vehicle type proposed in this study should be useful for estimating vehicle emissions on the road. The proposed method can calculate emissions in the same way as the macroscopic analysis method, using the traffic volume, average speed, and link length.

국가 온실가스 인벤토리를 Tier 2 이상의 수준으로 향상시키기 위해서는 IPCC 기본값 대신 국가 고유의 배출계수가 개발 및 이용되어야 한다. 국가 고유 배출계수는 에너지원 종류, 에너지 공정, 시간 추세에 따라 달라지기 때문에, 각 에너지원별 특성값을 파악하는 것은 정확한 인벤토리 구축에 중요한 부분을 차지한다. 국내 석유계 에너지원의 물성은 시간의 경과에 따라 큰 변화는 없었으며, 국내에서 고시되고 있는 에너지원별 열량환산기준 상의 석유계 에너지원에 대한 열량 및 탄소배출계수를 2013년과 2016년에 실제 시료를 수집하여 발열량, 탄소함량 및 탄소배출계수를 산정한 결과값과의 비교분석에서는 대체적으로 일정한 값을 유지하고 있는 것으로 나타났다. 또한, 석유계 에너지원별로 산출된 순발열량과 탄소배 출계수는 2006 IPCC Guideline에 나타낸 값들과 비교하였으며, 대부분의 에너지원이 2006 IPCC G/L의 기본값 및 상한, 하한 범위내의 값을 나타내었다.

Odor emission factors (OEFs) are important parameters in characterizing odor sources, understanding emission patterns, designing abatement facilities, and providing appropriate control methods. In this study, OEFs for complex odor from grit removal chambers in publicly-owned wastewater treatment plants were determined, and the major operating conditions affecting the emission factors were investigated. In the main study site of “S” wastewater treatment plant, the averaged OEFs from the grit chamber were found to be 466.2, 162.6, and 54.7 OU/m2/min in summer, spring, and winter, respectively. OEFs from two other grit chambers in different wastewater plants were independently measured for comparison, and the values were in the same range as the OEF from S-site at a 95% confidence level. Nevertheless, the OEFs could differ depending on the types of wastewater and the sizes of wastewater treatment plants. Using the multi-variable linear regression method, correlations between OEFs and operating conditions, i.e. activities, from grit chambers were statistically analyzed. The analyses showed that operating conditions, including total suspended solids, water temperature, and temperature difference between water and air, were the most significant parameters affecting the OEF. A linear equation using these three parameters was proposed to estimate the OEF, and can be used to predict an OEF for another grit chamber, without odor measurement.

대부분의 온실가스는 에너지의 생성 및 이용으로부터 발생되고, 교통부문에서 배출되는 온실가스 중 약 95 % 이상이 수송용 연료에서 기인한다. 또한, IPCC 가이드라인에서 제시하는 배출계수를 사용하였을 경우 국가 고유의 연료특성이 반영되지 않는 단점이 있고, 기후변화협약 교토의정서에 따른 의무 감축국도 UN에 제출하는 국가 온실가스 배출량 보고서 작성 시 대부분 Tier 2나 Tier 3 수준의 배출계수를 적용하고 있 다. 본 연구에서는 국내 교통부문에 사용되는 휘발유, 경유 등의 수송용 연료에 대한 연차별 시계열 특성을 파 악하고, CO2 배출계수의 연도별 변화추이를 분석하여 실제 연료를 활용한 CO2배출계수 실측방법의 적용 타 당성을 평가하였다.

The IPCC methodology for estimating methane emissions from a solid waste landfill is based on the first order decay (FOD) method. One emission factor in the model is the methane generation potential (L0) that is estimated from the amount of decomposable degradable organic carbon (DOC) in a solid waste landfill. L0 is estimated based on the fraction of DOC in the waste, the fraction of the degradable organic carbon that decomposes under anaerobic conditions (DOCf), methane correction factor (MCF), and the fraction of methane in generated landfill gas (F). The other emission factor is the methane generation rate constant (k). The IPCC recommended that every country needs to develop country-specific key parameters (DOC, DOCf, k) more appropriate for its circumstances and characteristics. The objective of this research was to investigate the greenhouse gas emission factor (k) and parameters (DOC, DOCf) for wood wastes in a solid waste landfill. To investigate DOC, DOCf, and k for wood wastes, the biodegradable rate of wood wastes was determined by comparing the composition of excavated samples (L-1, L-2) with their fresh ones (F-1, F-2). The DOC values were found to be 48.36% and 45.27% for F-1 and F-2, respectively. It showed that the IPCC default value of DOC for wood wastes is appropriate for estimating methane emission. The maximum DOCf (0.17 and 0.18) or each wood waste excavated from G landfill was found to be lower compared with those for IPCC. The IPCC provided that default values of DOCf 0.5. The k values were found to be 0.0055 and 0.0058 year−1 for F-1 and F-2, respectively. The result confirmed that the biodegradation rate of wood wastes was very slow due to its lignin.

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 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.

The accuracy of ozone sensitivity coefficients estimated with HDDM (High-order Decoupled Direct Method) can vary depending on the NOx (Nitrogen Oxides) and VOC (Volatile Organic Compound) conditions. In order to evaluate the applicability of HDDM over the Seoul Metropolitan Area (SMA) during a high ozone episode in 2007 June, we compare BFM (Brute Force Method) and HDDM in terms of the 1st-order ozone sensitivity coefficient to explain ozone change in response to changes in NOx and VOC emissions, and the 2nd-order ozone sensitivity coefficient to represent nonlinear response of ozone to the emission changes. BFM and HDDM estimate comparable ozone sensitivity coefficients, exhibiting similar spatial and temporal variations over the SMAduring the episode. NME (Normalized Mean Error) between BFM and HDDM for the episode average 1st- and 2nd-order ozone sensitivity coefficients to NOx and VOC emissions are less than 3% and 9%, respectively. For the daily comparison, NME for the 1st- and 2nd-order ozone sensitivity coefficients are less than 4% (R2> 0.96) and 15% (R2> 0.90), respectively. Under the emission conditions used in this study, two methods show negative episode average 1st-order ozone sensitivity coefficient to NOx emissions over the core SMA. The 2nd-order ozone sensitivity coefficient to NOx emissions leads ozone to respond muchnonlinear to the reduction in NOx emissions over Seoul. Nonlinear ozone response to reduction in VOC emissions is mitigated due to the 2nd-order ozone sensitivity coefficientwhich is much smaller than the 1st-order ozone sensitivity coefficient to the emissions in the magnitude.

This study was designed to evaluate qualitatively and quantitatively the pollutant compositions, which were emitted from three types of mosquito repellents(MRs)(mat-, liquid-vaporized, and coil-type) by utilizing a 50-L environmental chamber. A qualitative analysis revealed that 42 compounds were detected on the gas chromatography/ mass spectrometer system, and that the detection frequency depended upon chemical types. Nine of the 42 compounds exhibited a detection frequency of 100%. Four aromatic compounds(benzene, ethyl benzene, toluene, and xylene) were detected in all test MRs. The concentration equilibriums in the environmental chamber were achieved within 180 min after sample introduction. The coil-type MR represented higher chamber concentrations as compared with the mat- or liquid-vaporized-type MR, with respect to the target compounds except for naphthalene. In particular, the chamber concentrations of ethyl benzene, associated with the use of coil-type MR, were between 0.9 and 65 mg m-3, whereas those of mat- and liquid-vaporized-type MRs were between 0.5 and 2.0 mg m-3and 0.3 and 1.4 mg m-3, respectively. However, naphthalene concentrations in the chamber, where a liquid-vaporized-type MR was placed, were measured as between 17.8 and 56.3 mg m-3, but not detected in the chamber, where a mat- or coil-type MR was placed. The empirical model fitted well with the time-series concentrations in the environmental chamber(in most cases, determination coefficient, R2 ≳ 0.9), thereby suggesting that the model was suitable for testing emissions. In regards to the target compounds except for benzene, although they were emitted from the MRs, health risk from individual exposure to them were estimated not to be significant when comparing exposure levels with no observed adverse exposure levels or lowest observed adverse exposure levels of corresponding compounds. However, it was concluded that the use of MRs could be an important indoor source as regards benzene.