Evaluation of PM10 emission rates from paved and unpaved roads using tracer techniques

Claiborn, Candis; Mitra, Arundhati; Adams, Glenn; Bamesberger, Lee; Allwine, G.; Kantamaneni, Ravi; Lamb, Brian; Westberg, Hal

doi:10.1016/1352-2310(95)00046-2

Cited by 69 publications

(30 citation statements)

References 6 publications

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“…The results from this study are at the lower end of the large range of emission factor estimates found in previous studies for paved road dust (see Table 4) (Claiborn et al, 1995;Kantamaneni et al, 1996;Bringfelt et al, 1997;Venkatram et al, 1999). It is possible that the PM did not disperse equally to the test room as assumed which might lead to an underestimation of the emission factor.…”

Section: Y1supporting

confidence: 42%

Experimental studies about the impact of traction sand on urban road dust composition

Kupiainen

Tervahattu

Räisänen

2003

Science of The Total Environment

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Traffic causes enhanced PM resuspension especially during spring in the US, Japan, Norway, Sweden and 10 Finland, among other countries. The springtime PM consists primarily of mineral matter from tyre-induced paved 10 road surface wear and traction sand. In some countries, the majority of vehicles are equipped with studded tyres to enhance traction, which additionally increases road surface wear. Because the traction sand and the mineral matter from the pavement aggregate can have a similar mineralogical composition, it has been difficult to determine the source of the mineral fraction in the PM . In this study, homogenous traction sand and pavement aggregate with 10 different mineralogical compositions were chosen to determine the sources of PM particles by single particle 10 analysis (SEMyEDX). This study was conducted in a test facility, which made it possible to rule out dust contributions from other sources. The ambient PM concentrations were higher when traction sand was used, regardless of whether 10 the tyres were studded or not. Surprisingly, the use of traction sand greatly increased the number of the particles originating from the pavement. It was concluded that sand must contribute to pavement wear. This phenomenon is called the sandpaper effect. An understanding of this is important to reduce harmful effects of springtime road dust in practical winter maintenance of urban roads ᮊ

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Section: Y1supporting

confidence: 42%

Experimental studies about the impact of traction sand on urban road dust composition

Kupiainen

Tervahattu

Räisänen

2003

Science of The Total Environment

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“…[6][7][8][9][10][11][12][13][14][15] Tunnel studies present a good environment for estimating emission factors because mass concentrations are often relatively high and the flow field can be adequately characterized. Separate emission factors for light-duty and heavy-duty vehicles can be resolved provided the data include sufficient variation in the vehicle fleet composition.…”

Section: Introductionmentioning

confidence: 99%

“…Upwind mass concentrations are subtracted from the downwind values to obtain traffic-induced (net) mass concentrations. Single point methods [9][10][11][12] feature a lone monitor (or collocated monitors) downwind of the roadway. Emission factors are reconstructed from net downwind mass concentrations using dispersion modeling, by comparing concentration ratios of PM and an inert tracer released along the roadway at a known rate, or from a hybrid approach whereby an inert tracer is used to calibrate the dispersion model.…”

Section: Introductionmentioning

confidence: 99%

PM Emissions Emanating from Limited-Access Highways

Lamoree

Turner

1999

Journal of the Air & Waste Management Association

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Motor vehicle contributions to primary particulate matter (PM) emissions include exhaust, tire wear, brake and clutch wear, and resuspended road dust. Relatively few field studies have been conducted to quantify fleetaverage exhaust emissions for actual on-road conditions. Therefore, direct measurements of motor vehicle-related PM emissions are warranted. In this study, PM 10 and PM 2.5 mass concentrations were measured near two major highways in the St. Louis area over the period from FebruaryApril 1997. Samplers were deployed both upwind and downwind of the roadways to capture the transport and dispersion of PM with distance from the roadway. The observed microscale concentration fields were compared to estimates using the PART5 emission factor model together with the CALINE4 highway dispersion model. Traffic-induced PM mass concentrations observed downwind of the roadway were always less than PART5/CALINE4 predictions; average percent differences for observed traffic-induced mass concentrations compared to predicted values were -34% for PM 2.5 and -70% for PM 10 . In most cases, the observed PM concentration decay with increasing distance from the roadway was steeper than predicted by dispersion modeling. Motor vehicle-induced emission factors were reconstructed by fitting CALINE4 to the observed concentration data with the emission factor as the sole adjustable parameter. Reconstructed fleet-average motor vehicle emission factors for the urban interstate highway were 0.03-0.04 g/VMT for both PM 2.5 and PM 10 , IMPLICATIONSMotor vehicle emission factors can be combined with vehicle fleet activity data to predict traffic-induced emissions. This paper provides data for ambient particulate matter concentrations measured near limited-access roadways in St. Louis, and uses a highway dispersion model to reconstruct the fleet-average emission factors. Reconstructed emission factors were lower than predicted values. While such information can be used to test the validity of emission factor predictions, additional work is needed to compare different methods for reconstructing emission factors.while the fleet-average emission factors for the rural interstate highway were 0.2 and 0.3 g/VMT for PM 2.5 and PM 10 , respectively.

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“…They were angular in shape and were assumed to originate mainly from the stone material of the asphalt. Other soil sources may also have some contribution to this mineral particle class, namely particles from local unpaved roads (see Claiborn et al, 1995), as well as from the unpaved shoulders of the studied road (Moosmüller et al, 1998).…”

Section: Vernal Road Dust Episodementioning

confidence: 99%

The Effect of Traction Sanding on Urban Suspended Particles in Finland

Kupiainen

Tervahattu

2004

Environ Monit Assess

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Abstract. Springtime urban road dust forms one of the most serious problems regarding air pollution in Finland. The composition and origin of springtime dust was studied in southern Finland with two different methods. Suspended particles (PM 10 and TSP) were collected with high volume particle samplers and particle deposition was collected with moss bags. The composition of the PM 1.5−10 fraction was studied using individual particle analysis with SEM/EDX. The deposition in the moss bags was analysed with ICP-MS. The results showed that during the study period, approximately 10% of both PM 1.5−10 particles and the deposition originated from sanding. Other sources in the springtime PM 1.5−10 were e.g. asphalt aggregate or soil and combustion processes. It can be concluded that sanding produced a relatively small amount of particulate matter under the investigated circumstances.

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Evaluation of PM10 emission rates from paved and unpaved roads using tracer techniques

Cited by 69 publications

References 6 publications

Experimental studies about the impact of traction sand on urban road dust composition

Experimental studies about the impact of traction sand on urban road dust composition

PM Emissions Emanating from Limited-Access Highways

The Effect of Traction Sanding on Urban Suspended Particles in Finland

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