Jong-Choon Kim

Effects of Driving Conditions on Diesel Exhaust Particulates

Abstract Four driving conditions were examined to characterize how speeds and loads of a medium-duty diesel engine affect resultant diesel exhaust particulates (DEPs) in terms of number concentrations (≤400 nm), size distribution, persistent free radicals, elemental carbon (EC), and organic carbon (OC). At the medium engine load (60%), DEPs surged in number concentrations at around 40–70 nm, whereas DEPs from the full engine load (100%) showed a distinctive bimodal distribution with a large population of 30–50 nm and 100–400 nm. Under the full engine load, engine speeds insignificantly affected resultant DEP number concentrations. When the engine load decreased from 100% to the medium level (60%), DEPs of ultrafine size and 100–400 nm decreased at least 1.4 times (from 5.6 × 108 to 4 × 108 #/cm3) and more than 3 times (from 2.7 × 108 to 0.8 × 108 #/cm3), respectively. The same reduction in the engine load significantly decreased persistent free radicals in DEPs up to approximately 30 times (from 123 × 1016 to 4 × 1016 #spin/g). Decreasing the engine load from 100 to 60% also concurrently reduced both EC and OC in total DEPs around 2 times, from 27.3 to 13.9 mg/m3, and from 17.6 to 9.2 mg/m3, respectively. For DEPs smaller than 1 µm, under the full engine load, EC and OC consistently peaked at 170–330 nm under an engine speed of 1800 rpm or 94–170 nm under an engine speed of 3000 rpm, reflecting processes of nucleation, cluster-cluster agglomeration, and condensation. Decreasing the engine load from 100 to 60% reduced EC and OC in DEPs (smaller than 1 μm) at least 3 times (0.6 to 0.2 mg/m3) and 2 times (0.4 to 0.2 mg/m3), respectively. Taken together, decreasing the full engine load to a medium (60%) level effectively reduced the number concentrations (≤400 nm), persistent free radicals, EC, and OC of total DEPs, as well as the concentration of EC and OC in ultrafine and accumulation-mode DEPs.

Time-resolved measurements of PM2.5 carbonaceous aerosols at Gosan, Korea.

ABSTRACT In order to better understand the characteristics of atmospheric carbonaceous aerosol at a background site in Northeast Asia, semicontinuous organic carbon (OC) and elemental carbon (EC), and time-resolved water-soluble organic carbon (WSOC) were measured by a Sunset OC/EC and a PILS-TOC (particle-into-liquid sampler coupled with an online total organic carbon) analyzer, respectively, at the Gosan supersite on Jeju Island, Korea, in the summer (May 28–June 17) and fall (August 24–September 30) of 2009. Hourly average OC concentration varied in the range of approximately 0.87–28.38 μgC m−3, with a mean of 4.07 ± 2.60 μgC m−3, while the hourly average EC concentration ranged approximately from 0.04 to 8.19 μgC m−3, with a mean of 1.35 ± 0.71 μgC m−3, from May 28 to June 17, 2009. During the fall season, OC varied in the approximate range 0.9–9.6 μgC m−3, with a mean of 2.30 ± 0.80 μgC m−3, whereas EC ranged approximately from 0.01 to 5.40 μgC m−3, with a mean of 0.66 ± 0.38 μgC m−3. Average contributions of EC to TC and WSOC to OC were 26.0% ± 9.7% and 20.6% ± 7.4%, and 37.6% ± 23.5% and 57.2% ± 22.2% during summer and fall seasons, respectively. As expected, clear diurnal variation of WSOC/OC was found in summer, varying from 0.22 during the nighttime up to 0.72 during the daytime, mainly due to the photo-oxidation process. In order to investigate the effect of air mass pathway on the characteristics of carbonaceous aerosol, 5-day back-trajectory analysis was conducted using the HYSPLIT model. The air mass pathways were classified into four types: Continental (CC), Marine (M), East Sea (ES) and Korean Peninsula (KP). The highest OC/EC ratio of 3.63 was observed when air mass originated from the Continental area (CC). The lowest OC/EC ratio of 0.79 was measured when air mass originated from the Marine area (M). A high OC concentration was occasionally observed at Gosan due to local biomass burning activities. The contribution of secondary OC to total OC varied approximately between 8.4% and 32.2% and depended on air mass type. IMPLICATIONS Organic material contributes approximately 20–90% of the total fine particulate mass concentration at different sites over the world depending on location and season. Organic carbon consists of hundreds of compounds with a wide range of chemical and optical properties. A better understanding of the chemical characteristics of carbonaceous aerosol influenced by increasing anthropogenic pollution in the downwind regions of the East Asian continent is needed in order to determine their impacts on regional air quality and climate change.

A Study on Calculation of Air Pollutants Emission Factors for Construction Equipment

Generally. mobile sources of air pollution were classified in on-road and non-road. Due to increased registration number of construction equipment in Korea. updated emission factors for non-road mobile sources, such as construction machinery. should be developed. NONROAD model of U.S. EPA already has introduced transient adjustment factors and sulfur adjustment factors for emission factors of diesel powered engine. In addition to this. European Environment Agency (EEA) has proposed emission factors for off-road machinery including several types of construction equipment. In this study. six types of construction equipment, such as excavator. forklift, loader, crane, roller and bulldozer, were studied to estimate emission factors based on total registration status in Korea. Total 445 construction equipments between 2004 and 2007 model year were tested with KC1-8 mode and air pollutants (CO, THC, , and PM) were measured. After statistical estimation and calculation, emission factors for CO, THC, , and PM for excavator, forklift, loader, crane, roller and bulldozer were provided and compared with previous emission factors. Moreover, updated emission factors for six types of construction equipment in this study were verified after comparison with emission factors of U.S. EPA. Finally, estimated emission amounts of four air pollutants were suggested according to six types of construction equipment.

Investigation on a Haze Episode of Fine Particulate Matter using Semi-continuous Chemical Composition Data

In this study, semi-continuous measurements of mass, organic and elemental carbon (OC and EC), black carbon (BC), and ionic species concentrations were made for the period of April 03~13, 2012, at a South Area Supersite at Gwangju. Possible sources causing the high concentrations of major chemical species in observed during a haze episode were investigated. The measurement results, along with meteorological parameters, gaseous pollutants data, air mass back trajectory analyses and PSCF (potential source contribution function) results, were used to study the haze episode. Substantial enhancements of OC, EC, BC, , , , , and CO concentrations were closely associated with air masses coming from regions of forest fires in southeastern China, suggesting likely an impact of the forest fires. Also the PSCF maps for EC, OC, , and demonstrate further that the long-range transport of smoke plumes of forest fires detected over the southeastern China could be a possible source of haze phenomena observed at the site. Another possible source leading to haze formation was likely from photochemistry of precursor gases such as volatile organic compounds, , and , resulting in accumulation of secondary organic aerosol, and . Throughout the episode, local wind directions were between 200 and , where two industrial areas are situated, with moderate wind speeds of 3~5 m/s, resulting in highly elevated concentration of with a maximum of 15 ppb. The peak occurring in the afternoon hours coincided with maximum ambient temperature () and ozone concentration (~100 ppb), and were driven by photochemistry of . As a result, the pattern of variations in relation to wind direction, and concentrations, and the strong correlation between and (

Speed-dependent emission of air pollutants from gasoline-powered passenger cars.

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Exhaust VOCs Emission Characteristics from Motor Vehicles

In Korea emissions from motor vehicles are a major source of air pollution in metropolitan cities, and in Seoul a large proportion of the vehicle fleet is made up of gasoline‐powered passenger cars. The carbon monoxide (CO), hydrocarbons (HC), oxides of nitrogen (NOx) and carbon dioxide (CO2) contained in the exhaust emissions from 76 gasoline‐powered passenger cars equipped with three‐way catalysts has been assessed by vehicle speed, vehicle mileage and model year. The results show that CO, HC, NOx and CO2 emissions remained almost unchanged at higher speeds but decreased rapidly at lower speeds. While a reduction in CO, HC and NOx emissions was noticeable in vehicles of recent manufacture and lower mileage, CO2 emissions were found to be insensitive to vehicle mileage, but strongly dependent on gross vehicle weight. Lower emissions from more recent gasoline‐powered vehicles arose mainly from improvements in three‐way catalytic converter technology following strengthened emission regulations. The correlation between CO2 emission and fuel consumption has been investigated with a view to establishing national CO2 emission standards for Korea.

A Study on the Characteristics of Carbon Dioxide Emissions from Gasoline Passenger Cars

Since mobile source is a major source of VOCs, quantifying emissions from motor vehicles is an important factor to control VOCs in atmosphere. In this study, in order to evaluate tailpipe VOCs emissions from motor vehicles, mass emissions of non-methane volatile organic compounds from 45 vehicles were determined. Measurements were made on a chassis dynamometer using CVS-75 mode and speed specific drive modes. Target VOCs are 53 compounds determined as the volatile ozone precursors. The individual VOCs composition of vehicle emission and emission rates were also determined. In case of gasoline vehicles, VOCs emission from over 80,000 km vehicles were about 46% larger than less 80,000 km vehicles. The difference in benzene and toluene according to driving mileage was 44% and 26% respectively. The composition of VOCs were different by fuel type. The order of VOCs composition was paraffins>aromatics>olefins in gasoline vehicle emissions, paraffins>olefins>aromatics in light duty diesel vehicle emissions. The VOCs emissions were decreased as vehicle speed increasing. These results will be used to calculate total VOCs emissions from automobiles in the future.