Sungwoon Jung

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.

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

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.

Characterization of particulate matter from diesel passenger cars tested on chassis dynamometers

Emission characterization of particle number as well as particle mass from three diesel passenger cars equipped with diesel particulate filter (DPF), diesel oxidation catalyst (DOC) and exhaust gas recirculation (EGR) under the vehicle driving cycles and regulatory cycle. Total particle number emissions (PNEs) decreased gradually during speed-up of vehicle from 17.3 to 97.3km/hr. As the average vehicle speed increases, the size-segregated peak of particle number concentration shifts to smaller size ranges of particles. The correlation analysis with various particulate components such as particle number concentration (PNC), ultrafine particle number concentration (UFPNC) and particulate matter (PM) mass was conducted to compare gaseous compounds (CO, CO2, HC and NOx). The UFPNC and PM were not only emitted highly in Seoul during severe traffic jam conditions, but also have good correlation with hydrocarbons and NOx influencing high potential on secondary aerosol generation. The effect of the dilution temperature on total PNC under the New European Driving Cycle (NEDC), was slightly higher than the dilution ratio. In addition, the nuclei mode (DP: ≤13nm) was confirmed to be more sensitive to the dilution temperature rather than other particle size ranges. Comparison with particle composition between vehicle speed cycles and regulatory cycle showed that sulfate was slightly increased at regulatory cycle, while other components were relatively similar. During cold start test, semivolatile nucleation particles were increased due to effect of cold environment. Research on particle formation dependent on dilution conditions of diesel passenger cars under the NEDC is important to verify impact on vehicular traffic and secondary aerosol formation in Seoul.

Speed-dependent Emission Characteristics of the Hazardous Air Pollutants from Diesel Medium-duty Trucks according to Emission Standards

Abstract This study was designed to investigate the emission characteristics of unregulated pollutants (Aldehyde, VOCs, PAHs) aswell as regulated pollutants (CO, HC, NOx and PM) from diesel medium-duty trucks. The emission characteristics of unreg-ulated and regulated pollutants were assessed based on regulation standards (EURO 4 and EURO 5) and intake weight (2.5ton and 5 ton). The results show that unregulated and regulated pollutants remained almost unchanged at higher speeds butdecreased at below 23.5 km/h. Reduction in unregulated and regulated pollutants was noticeable in vehicles of recent regu-lation standards and light intake weight. The analysis of aldehyde using UPLC showed that formaldehyde and acetaldehydeof aldehyde were most dominant. The GC/MS analysis showed that benzene, toluene, ethylbenzene and xylene of VOCs wasover 80% followed by toluene, xylene, ethylbenzene and benzene. In addition, the analysis of PAHs using GC/TOF-MS indi-cated that bi- and tricyclic aromatic ring of aromatic compounds was 73% and 53% at 2.5 ton and 5 ton vehicles, respec-tively. The results of this study will be contributed to establish HAPs inventory.

An estimation of vehicle kilometer traveled and on-road emissions using the traffic volume and travel speed on road links in Incheon City

The objective of this study is to estimate the vehicle kilometer traveled (VKT) and on-road emissions using the traffic volume in urban. We estimated two VKT; one is based on registered vehicles and the other is based on traffic volumes. VKT for registered vehicles was 2.11 times greater than that of the applied traffic volumes because each VKT estimation method is different. Therefore, we had to define the inner VKT is moved VKT inner in urban to compare two values. Also, we focused on freight modes because these are discharged much air pollutant emissions. From analysis results, we found middle and large trucks registered in other regions traveled to target city in order to carry freight, target city has included many industrial and logistics areas. Freight is transferred through the harbors, large logistics centers, or via locations before being moved to the final destination. During this process, most freight is moved by middle and large trucks, and trailers rather than small trucks for freight import and export. Therefore, these trucks from other areas are inflow more than registered vehicles. Most emissions from diesel trucks had been overestimated in comparison to VKT from applied traffic volumes in target city. From these findings, VKT is essential based on traffic volume and travel speed on road links in order to estimate accurately the emissions of diesel trucks in target city. Our findings support the estimation of the effect of on-road emissions on urban air quality in Korea.

Characteristic Analysis of Regulated Pollutants Emitted from Passenger Cars according to Fuel Additives

This paper was designed to investigate emission characteristics of regulated pollutants (CO, HC, NOx and PM) from 134 diesel and gasoline passenger cars based on emission standards according to fuel additives. The experiments using chassis dynamometer were conducted under NEDC and CVS-75 modes. Comparison for fuel additive management and test between Korea, USA, EU and Japan, Korea was more strict than others. The fuel additives of this study was satisfied within fuel manufacturing standards. For with/without fuel additives according to diesel emission standards, NOx of EURO 4 and EURO 5 showed a relatively similar tendency. In the case of PM reduction rate, EURO 5 was over 20% increased than EURO 4. In the case of standard deviation/average ratio for gasoline vehicles, variation interval was big for LEV 23.3~58% and ULEV 31.6~56.4%. Following the imposition of stricter regulations (EURO 5 and ULEV), difference rate for standard deviation was big. Especially, in the case of diesel vehicles, difference rate for NOx 68% and PM 48% was most big. The results of present study will be of assistance in completing the legislative process and will provide basic data to set up emission standards for fuel additives in Korea.

Characteristics of N 2 O Emission Factor and Measurements from Gasoline-Powered Passenger Vehicles

Nitrous oxide () is an important trace gas in the atmosphere not only because of its large global warming potential (GWP) but also because of the role in the ozone depletion in the stratosphere. It has been known that soil is the largest natural source of in global emission. However, anthropogenic sources contributing from industrial section is likely to increase with rising the energy consumption, and transportation as well. In this study, a total of 32 gasoline-powered passenger vehicles (ranging from small to large engines displacement and also ranging from aged catalyst to new catalyst) were tested on the chassis dynamometer system in order to elucidate the characteristics of emission from automobiles under different driving modes. Ten different driving modes developed by NIER were adapted for the test. The results show that the emission decreases logarithmically with increase of vehicle speed over the all test vehicles () emission = -0.062 Ln (vehicle speed) + ). It revealed that the larger engines displacement, the more emission were recorded. The correlation between emission and catalyst aging was examined. It found that the vehicles with aged catalyst (odometer record more than 8,0000km) emit more than those with new catalyst. Average emission was (number of samples=210) for the all test vehicles over the test driving modes.