• Journal of Korean Society for Atmospheric Environment
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• v.26 no.6
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• pp.690-696
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• 2010

Abatement of perfluorocompounds (PFCs) used in semiconductor and display industries has received an attention due to the increasingly stricter regulation on their emission. In order to meet this circumstance, we have developed a radio frequency (RF) driven plasma reactor with multiple annular shaped electrodes, characterized by an easy installment between a processing chamber and a vacuum pump. Abatement experiment has been performed with respect to $CF_4$, a representative PFCs widely used in the plasma etching process, by varying the power, $CF_4$ and $O_2$ flow rates, $CF_4$ concentration, and pressure. The influence of these variables on the $CF_4$ abatement was analyzed and discussed in terms of the destruction & removal efficiency (DRE), measured with a Fourier transform infrared (FTIR) spectrometer. The results revealed that DRE was enhanced with the increase in the discharge power and pressure, but dropped with the $CF_4$ flow rate and concentration. The addition of small quantity of $O_2$ lead to the improvement of DRE, which, however, leveled off and then decreased with $O_2$ flow rate.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.4
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• pp.409-416
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• 2011

A mobile emission laboratory (MEL) was designed to measure the amount of traffic pollutants with high temporal and spatial resolution under real conditions. Equipment for gas-phase measurements of quantity of CO, NOx, $CO_2$, and THC and for the measurement of the number density and size distribution of fine and ultra-fine particles by a FMPS and a CPC were placed in a mini-van. The exhaust of different type of vehicles can be sampled by MEL. This paper describes the construction and technical details of the MEL and presents data from the experiment in which a car chases city buses fuelled by diesel, CNG, and LPG. The diameters of most particles in the exhaust of the diesel city bus were less than 300 nm and most of the particles had a diameter of 30-60 nm. However, most particles in the exhaust of the CNG and LPG city buses were nanoparticles (diameter: less than 50 nm).

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.3-26
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• 2010

The European Union(EU) has recently introduced its Directive 2008/101/EC to include aviation in the EU ETS(emissions trading system). As an amendment to Directive 2003/87/EC that regulates reduction of the green house gas(GHG) emissions in Europe in preparation for the Kyoto Protocol, 1997, it obliges both EU and non-EU airline operators to reduce the emission of the carbon dioxide(CO2) significantly in the year 2012 and thereafter from the level they made in 2004 to 2006. Emission allowances allowed free of charge for each airline operator is 97% in the first year 2012 and 95% from 2013 and thereafter from the average annual emissions during historical years 2004 to 2006. Taking into account the rapid growth of air traffic, i.e. 5% in recent years, airlines operating to EU have to reduce their emissions by about 30% in order to meet the requirements of the EU Directive, if not buy the emissions right in the emissions trading market. However, buying quantity is limited to 15% in the year 2012 subject to possible increase from the year 2013. Apart from the hard burden of the airline operators, in particular of those from non-European countries, which is not concern of this paper, the EU Directive has certain legal problems. First, while the Kyoto Protocol of universal application is binding on the Annex I countries of the Climate Change Convention, i.e. developed countries including all Member States of the European Union to reduce GHG at least by 5% in the implementation period from 2008 to 2012 over the 1990 level, non-Annex I countries which are not bound by the Kyoto Protocol see their airlines subjected to aircraft emissions reductions scheme of EU when operating to EU. This is against the provisions of the Kyoto Protocol dealing with the emissions of GHG including CO2, target of the EU Directive. While the Kyoto Protocol mandates ICAO to set up a worldwide scheme for aircraft emissions to contribute to stabilizing GHG concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system, the EU ETS was drawn up outside the framework of the international Civil Aviation Organization(ICAO). Second, EU Directive 2008/101 defines 'aviation activities' as covering 'flights which depart from or arrive in the territory of a Member State to which the [EU] Treaty applies'. While the EU airlines are certainly subject to the EU regulations, obliging non-EU airlines to reduce their emissions even if the emissions are produced during the flight over the high seas and the airspace of the third countries is problematic. The point is whether the EU Directive can be legally applied to extra-territorial behavior of non-EU entities. Third, the EU Directive prescribes 2012 as the first year for implementation. However, the year 2012 is the last year of implementation of the Kyoto Protocol for Annex I countries including members of EU to reduce GHG including the emissions of CO2 coming out from domestic airlines operation. Consequently, EU airlines were already on the reduction scheme of CO2 emissions as long as their domestic operations are concerned from 2008 until the year 2012. But with the implementation of Directive 2008/101 from 2012 for all the airlines, regardless of the status of the country Annex I or not where they are registered, the EU airlines are no longer at the disadvantage compared with the airlines of non-Annex I countries. This unexpected premium for the EU airlines may result in a derogation of the Kyoto Protocol at least for the year 2012. Lastly, as a conclusion, the author shed light briefly on how the Korean aviation authorities are dealing with the EU restrictive measures.

• Journal of Climate Change Research
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• v.8 no.1
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• pp.31-39
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• 2017

The emission quantity of nitrous oxide is second largest among non-$CO_2$ greenhouse gas in Korea. In this study, we investigated loss rate of nitrous oxide which was filled in PVF and Al-PE bag as time goes on. Concentrations of tested samples were about 25 ppmv, 50 ppmv, 75 ppmv prepared by standard reference gas. In case of all experiments, loss rate of PVF bag was higher than Al-PE bag. After 18 days, loss rate of PVF bag was from 29.7% to 38.6% while Al-PE bag was from 21.7% to 23.7%. Especially the differential growed bigger when initial concentration of $N_2O$ in PVF bag was lower. And we also studied the effect of cock opening/closing procedures on loss rate. Prepared samples in experimental group were analyzed several times for 20 days and samples in control group were analysed only 1 time after 20 days. The experimental results showed that cock opening/closing procedures appeared to have little impact on loss rate.

• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.1
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• pp.17-24
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• 2004

As the environmental pollution becomes serious global problem, the regulation of emission exhausted from automobiles is strengthened. Therefore, it is very important to know how to reduce the NOx and PM simultaneously in diesel engines, which has lot of merits such as high thermal efficiency, low fuel consumption and durability. By this reason, the new concept called as Homogeneous Charge Compression Ignition(HCCI) engines are spotlighted because this concept reduced NOx and P.M. simultaneously. However, it is well known that HCCI engines increased HC and CO. Thus, the investigation of combustion characteristics which consists cool and hot flames for HCCI engines were needed to obtain the optimal combustion condition. In this study, combustion characteristics for direct injection type HCCI engine such as quantity of cool flame and hot flame, ignition timing and ignition delay were investigated to clarify the effects of these parameters on performance. The results revealed that diesel combustion showed the two-stage ignition of cool flame and hot flame, the rate of cool flame increase and hot flame decrease with increasing intake air temperature. On the other hand, the gasoline combustion is the single-stage ignition and ignition timing is near the TDC. In addition mixed fuel combustion showed different phenomenon, which depends on the ratio of gasoline component. Ignition timing of mixed fuel is retarded near the TDC and the ignition delay is increased according to ratio of gasoline.

• Journal of the Korean Society of Safety
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• v.24 no.6
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• pp.63-71
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• 2009

In order to improve flame retardancy, the halogen free organic melamine phosphate(M-P) flame retardant was synthesized from melamine and phosphoric acid by the reaction of precipitation. The ignition test was carried out preparing hybrid flame retardant compound($H_bFRC$) consisting of organic M-P and inorganic Mg$(OH)_2$ as a flame retardant in the polyolefin resins. The flame retardancy and mechanical properties of flame retardant aluminum composite panel($H_bFRC$-ACP) were performed to investigate the possibility of the composite material, which was contained M-P, as a inner core for $H_bFRC$-ACP. For this study, the results of ignition test indicate that a char formation and drip suppressing effect, and combustion time reduced as the content of M-P increased. The limited oxygen index(LOI) values were measured 17.4vol% and 31.5vol% for LDPE only and $H_bFRC$-3(M-P content: 15wt%), respectively. And it was verified that the $H_bFRC$-3 was needed more oxygen quantity with the increase of M-P content when it combustion. Also, the results from thermogravimetric analysis were observed endothermic peak at $350^{\circ}C$ and $550^{\circ}C$, it was confirmed predominant thermal stability though the wide temperature range by the mixture of M-P and Mg$(OH)_2$. The LDPE-ACP (using only LDPE as a inner core), $35.13kW/m^2$ of heat release rate(HRR) and 13.43MJ/m2 of total heat release(THR) were measured while the $H_bFRC$-ACP, $10.44kW/m^2$ of HRR and 1.84MJ/m2 of THR were measured by results of cone calorimeter test. In case of $H_bFRC$-ACP, the average gas emission amount of CO and $CO_2$ could be decreased down to 25% and 20%, respectively, in comparison with LDPE-ACP. The mechanical properties such as tensile strength, bending strength and adhesion strength of $H_bFRC$-ACP were revealed slightly high values $54N/mm^2$, $152N/mm^2$ and 120N/25mm, respectively, compared with LDPE-ACP. It was confirmed that flame retardancy was improved with the synergy effect because of char formation by M-P and hydrolysis by Mg$(OH)_2$. The result of this study suggest that $H_bFRC$ can be applied for an adequate halogen free flame retardant composite material as a inner core for ACP.

• Applied Chemistry for Engineering
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• v.28 no.1
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• pp.101-111
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• 2017

Mineral carbonation is a technology in which carbonates are synthesized from minerals including serpentine and olivine, and industrial wastes such as slag and cement, of which all contain calcium or magnesium when reacted with carbon dioxide. This study aims to develop the mineral carbonation technology for commercialization, which can reduce environmental burden and process cost through the reduction of carbon dioxide using steel slag and the slag reuse after calcium extraction. Calcium extraction was conducted using NH4Cl solution for air-cooled slag and convert slag, and ${\geq}98%$ purity calcium carbonate was synthesized by reaction with calcium-extracted solution and carbon dioxide. And we conducted experimentally to minimize the quantity of by-product, the slag residue after calcium extraction, which has occupied large amount of weight ratio (about 80-90%) at the point of mineral carbonation process using slag. The slag residue was used to replace silica sand in the manufacture of cement panel, and physical properties including compressive strength and flexible strength of panel using the slag residue and normal cement panel, respectively, were analyzed. The calcium concentration in extraction solution was analyzed by inductively coupled plasma optical emission spectrometer (ICP-OES). Field-emission scanning electron microscope (FE-SEM) was also used to identify the surface morphology of calcium carbonate, and XRD was used to analyze the crystallinity and the quantitative analysis of calcium carbonate. In addition, the cement panel evaluation was carried out according to KS L ISO 679, and the compressive strength and flexural strength of the panels were measured.

• 한국연소학회:학술대회논문집
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• 2003.05a
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• pp.13-19
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• 2003

As the environmental pollution becomes serious global problem, the regulation of emission exhausted from automobiles is strengthen. Therefore, it is very important to know how to reduce the NOx and PM simultaneously in diesel engines, which has lot of merits such as high thermal efficiency, low fuel consumption and durability. By this reason, the new concept called as Homogeneous Charge Compression Ignition(HCCI) engines are spotlighted because this concept reduced NOx and P.M. simultaneously. However, it is well known that HCCI engines increased HC and CO. Thus, the investigation of combustion characteristics which consists cool and hot flames for HCCI engines were needed to obtain the optimal combustion condition. In this study, combustion characteristics for direct inject type HCCI engine such as quantity of cool flame and hot flame, ignition timing and ignition delay were investigated to clarify the effects of these parameters on performance. The results revealed that diesel combustion showed the two-stage ignition of cool flame and hot flame, the rate of cool flame increase and hot flame decrease with increasing intake air temperature. On the other hand, the gasoline combustion is the single-stage ignition and ignition timing is near the TDC. In addition mixed fuel combustion showed different phenomenon, which depends on the ratio of gasoline component. Ignition timing of mixed fuel is retarded near the TDC and the ignition delay is increased according to ratio of gasoline.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.13 no.3
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• pp.94-102
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• 2010

Carbon Neutral is one of the magnifying pan-governmental tasks which aim for stabilizing pan-global ecosystem. The purpose of this study is to estimates carbon neutral degree in cities by using capacity of carbon storage, which is carbon sinks, on forest and to develop an indicator that could be utilized in establishing policy related to climate change respond. When the carbon emitted from city has been absorbed or stored, the value of the indicator aiming to achieve carbon neutral could be drawn. The result and implication are as follows. First, while the annual amount of carbon emission in Gyeonggi S city was 18,787 thousand (tons), which was the highest, that of Gyeongbuk U city indicated the lowest with approximately 112 thousand (tons). Second, Gyeongbuk U city represented the largest capacity of annual carbon storage with about 16,748 thousand (tons), whereas the smallest figure was shown in Gyeonggi B city with 151 thousand (tons). Third, as result of the estimation of carbon neutral degree, the value of the indicator in Gyeonggi B city was 3% referring the lowest point, while that of other cities demonstrated over 100%. Forth, it has the possibility to suggest the fixed quantity when the plan for achieving carbon neutral of city is being processed. In the near future, after the completion of the construction projects of greenhouse gas inventory in all local governments, by utilizing the relative dates, the value of the indicator can be calculated and a more general conclusion could be drawn. Moreover, as expanding case studies to all domestic cities, generalness is in need.

• KIEAE Journal
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• v.13 no.6
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• pp.99-104
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• 2013

Many activities associated with the construction and habitation of buildings are connected with issues affecting the environment such as global warming, climate change, and consumption of valuable natural resources such as fossil fuels. To minimize negative impacts on the environment, the building industry worldwide has implemented green building practices in many countries. One of the main green strategies is to reduce greenhouse gas emissions caused by residential structures because they are most substantially connected with global warming and climate change. To determine the actual quantity of green house gas emissions caused by the construction and use of a building, it is important to analyze total greenhouse gas emissions over the life cycle of buildings including construction, operation & maintenance(O&M) and demolition stages. Many studies suggest methods to calculate greenhouse gas emissions at the construction stage, but the literature addressing greenhouse gas emissions at the O & M stage is limited. A year-long study was conducted utilizing the deterioration method to calculate greenhouse gas emissions at the O & M stage of building life for condominium types of buildings in South Korea. Through this research, it is possible to analyze greenhouse gas emissions of buildings at the O & M stage, the longest span of the life cycle, and eventually help to calculate total greenhouse gas emissions over the life cycle of the building.