A model for vehicle-induced non-tailpipe emissions of particles along Swedish roads

Omstedt, Gunnar; Bringfelt, Björn; Johansson, Christer

doi:10.1016/j.atmosenv.2005.06.037

Cited by 131 publications

(109 citation statements)

References 20 publications

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“…particle traps) at the same time as having fewer particle sources. Episodes of high PM levels during spring are a well-known phenomenon in the Nordic countries (Omstedt et al, 2005). The main reason is thought to be that studded tyres break the surface of roads, which is brittle after the winter.…”

Section: Spatial Differencesmentioning

confidence: 99%

Personal exposures and indoor, residential outdoor, and urban background levels of fine particle trace elements in the general population

et al. 2006

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The general population is exposed to particulate air pollution from many different local and regional sources. Examples of local sources are traffic, biomass burning and resuspended dust, while regional sources are dominated by combustion processes from heating, traffic and industries. The overall aim of this thesis was to characterise the personal exposure to trace elements in fine particles, mainly PM 2.5 and investigate how the exposure is related to indoor and outdoor levels. Particulate matter was collected on filters and analysed for elemental content by X-ray fluorescence (XRF) spectroscopy.In the general population in Göteborg, personal exposures to Cl, Ca, Ti and Fe were significantly higher compared with indoor, residential outdoor and urban background levels. Significant correlations were also found between urban background PM mass and personal exposure to elements related to both combustion (S, V and Pb) and resuspended dust (Ti, Fe and Zn), indicating that both sources could be relevant for health effects from urban background PM. In a community where wood burning for domestic heating is common, significantly (66-80%) higher personal exposures and indoor levels were found for K, Ca and Zn compared with a reference group living in the same area, indicating that these elements could be good markers for wood smoke. In a study in Stockholm concerning children's environments (home, school and preschool), higher indoor than outdoor levels of Ti were found, while long-range-transported (LRT) elements (S, Ni, Br and Pb) were higher outdoors. A community located 25 km from the city centre had significantly lower outdoor levels of crustal and traffic-related elements compared with both the city centre and a suburban area. The levels of Fe and Cu were four times higher in the central communities. Outdoors, Cu levels were found to correlate well with the traffic marker NO 2 , making it a possible elemental marker for traffic-related aerosols in health studies. Roadside measurements of fine and ultrafine (<100 nm) particles were performed along a major approach road to Göteborg and the levels of ultrafine particles were influenced not only by traffic intensity, but also, by wind speed and direction, as well as boundary layer height. No correlation was found between PM 2.5 and ultrafine particles or traffic, but there was a correlation between PM 2.5 and particles sized 100-368 nm. In all environments studied, the origin of LRT air masses had a strong effect on exposure and levels of PM elements.In conclusion, this thesis demonstrates that elemental analysis is a useful method for better characterising human exposure to fine particles. For several elements, the personal exposure is often higher than corresponding indoor levels. The origin of LRT elements affected not only outdoor levels, but also, the personal exposure and indoor levels, and should be taken into account in time series studies of air pollution and health.

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Section: Spatial Differencesmentioning

confidence: 99%

Personal exposures and indoor, residential outdoor, and urban background levels of fine particle trace elements in the general population

et al. 2006

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“…Only daily values with ΔNOx N20 μg m − 3 were selected. This approach has been used in several earlier studies (Ketzel et al, 2003;Omstedt et al, 2005;Johansson et al, 2009), showing a satisfactory theoretical basis. This is basically based into two assumptions: a) emissions affecting the reference site are affecting also the more trafficked site; b) emissions at the trafficked site have a negligible impact into the reference site.…”

Section: Methodsmentioning

confidence: 99%

A comprehensive assessment of PM emissions from paved roads: Real-world Emission Factors and intense street cleaning trials

Amato

Nava

Lucarelli

et al. 2010

Science of The Total Environment

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Compliance with air quality standards requires control of source emissions: fine exhaust particles are already subject to regulation but vehicle fleets increase whilst the non-exhaust emissions are totally uncontrolled. Emission inventories are scarce despite their suitability for researchers and regulating agencies for managing air quality and PM reduction measures. Only few countries in Europe proposed street cleaning as a possible control measure, but its effectiveness is still far to be determined. This study offers first estimates of Real-world Emission Factors for PM 10 and brake-wear elements and the effect on PM 10 concentrations induced by intense street cleaning trials. A straightforward campaign was carried out in the city of Barcelona with hourly elemental composition of fine and coarse PM to detect any short-term effect of street cleaning on specific tracers of non-exhaust emissions. Samples were analyzed by Particle Induced X-Ray Emission. Real-world Emission Factor for PM 10 averaged for the local fleet resulted to be 97 mg veh. When compared to other European studies, our EF resulted higher than what found in UK, Germany, Switzerland and Austria but lower than Scandinavian countries. For brake-related elements, total EFs were estimated, accounting for the sum of direct and resuspension emissions, in 7400, 486, 106 and 86 μg veh, respectively for Fe, Cu, Sn and Sb. In PM 2.5 Fe and Cu emission factors were respectively 4884 and 306 μg veh − 1 km − 1 .Intense street cleaning trials evidenced a PM 10 reduction at kerbside of 3 μg m − 3 (mean daily levels of 54 μg m − 3 ), with respect to reference stations. It is important to remark that such benefit could only be detected in small time-integration periods (12:00-18:00) since in daily values this benefit was not noticed. Hourly PM elemental monitoring allowed the identification of mineral and brake-related metallic particles as those responsible of the PM 10 reduction.

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“…This situation frequently results from the presence of numerous low emission sources situated in a small area, usually densely built, which impede the dispersion effectiveness of air pollutants. Particularly susceptible to excessive air pollutant concentrations in the air are the areas located within the street canyons [1][2][3][4]. This can be explained by the occurrence of specific air circulation conditions that are not conducive to unhindered dispersion of pollutants emitted from the road transport [5][6].…”

Section: Introductionmentioning

confidence: 99%

Re-entrained road dust PM10 emission from selected streets of Krakow and its impact on air quality

Bogacki

Mazur

Oleniacz

et al. 2018

E3S Web of Conferences

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Abstract. Scientific research studies conducted in various parts of the world confirm that PM10 concentrations in urban air depend to a great extent on the resuspension processes of the dust deposited on the road surface. The paper presents the results of the study related to the determination of the re-entrained PM10 emissions from four selected streets of Krakow (Southern Poland) together with the assessment of its impact on air quality. Examined streets are characterised by different traffic intensity (from 500 to over 20 000 vehicles per day) and individual vehicle structure. Dust material sampling and estimation of the PM10 emission were conducted according to the U.S. EPA methodology (AP 42 Fifth Edition). Two variants of sample collection were applied: from the road surface including the area at the curb (4 streets) and from the road surface alone (1 street). The estimates of resuspended road dust emission as well as the reference values derived from the U.S. EPA guidelines were used to assess the impact of this emission on the PM10 levels in the air at the location of one of the analysed streets. This assessment was conducted using the CALINE4 mathematical model. The study showed that the PM10 emissions from the re-entrained road dust can be responsible for up to 25 % in the winter and 50 % in the summer of the total PM10 concentrations in the air near the roads.

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A model for vehicle-induced non-tailpipe emissions of particles along Swedish roads

Cited by 131 publications

References 20 publications

Personal exposures and indoor, residential outdoor, and urban background levels of fine particle trace elements in the general population

Personal exposures and indoor, residential outdoor, and urban background levels of fine particle trace elements in the general population

A comprehensive assessment of PM emissions from paved roads: Real-world Emission Factors and intense street cleaning trials

Re-entrained road dust PM10 emission from selected streets of Krakow and its impact on air quality

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