Calibration of the Swedish studded tyre abrasion wear prediction model with implication for the NORTRIP road dust emission model

Abstract

An experimentally based prediction model of road abrasion wear due to studded tyres is available in Sweden and has been found to work well. However, it has not been validated since 2007, and since then road surfaces and tyre design have developed, and the question has arisen regarding the model's current validity. The abrasion wear model is used in the NORTRIP emission model (NOn-exhaust Road Traffic Induced Particle emission modelling), and the effect of a recalibrated abrasion wear model on the emission model is shown. In this paper, the abrasion wear model is compared to full-scale field measurements at several recently constructed roads in Sweden to investigate its validity, while also proposing changes to allow for continued use. It is concluded that the model overestimates the wear and an update is suggested. In addition, the impact on NORTRIP emission predictions is briefly investigated. There were also indications that NORTRIP is affected by the abrasion model overestimating the contribution of pavement wear to the particle emissions.

Temporal Variation of Road Dust Load and Its Size Distribution—a Comparative Study of a Porous and a Dense Pavement

“…Previous studies have established that the lateral wander of traffic increases with increasing lane width (e.g. Erlingsson et al 2012;McGarvey 2016;Lundberg et al 2019b). The channelling of the traffic in a curve, as on the DLPAC site, will always be slightly different from the straight road, and thus it is possible that the right wheel track might be slightly less pronounced, as compared to the left wheel track, as can be seen in Fig.…”

“…Finally, the investigated SMA was several years older than the DLPAC which may have affected the dust loads observed. On dense pavements, it is known that the abrasion wear from studded tyres is highest during the first year due to the wear of excessive bitumen, aggregates and filler mineral dust residuals from the construction of the pavement (Lundberg et al 2019b). Thus, the DLPAC is likely to produce more abrasion wear dust during this first season than it will in coming seasons, while simultaneously also having less surface the tyre can interact with which could counteract the increased abrasion wear.…”

“…Timmers and Achten 2016). Especially countries using studded tyres have problems with anthropogenic mineral dust due to increased pavement wear (Denby et al 2013;Norman et al 2016;Lundberg et al 2019b) increasing direct particle generation and dust load (Gustafsson et al 2008;Hussein et al 2008;Kupiainen and Pirjola 2011). This also applies to traction sanding since the sand, especially in combination with studded tyres, both accelerates the abrasion wear of pavements and in itself is crushed into finer dust (Kupiainen 2007;Kupiainen and Pirjola 2011;Kupiainen et al 2016).…”

Mitigation of Suspendable Road Dust in a Subpolar, Oceanic Climate

“…To compliment previous research undertaken in the northern parts of continental Europe and Climatic conditions strongly influence the physical characteristics of pavements. Road safety and environmental problems are greatest near freezing air temperatures (±2 • C) [19], which exacerbate the use of studded tires and deicing agents for anti-skid protection [5,[20][21][22]. Studded tires paired with high vehicle speed further increases road abrasion rates [8,20,23,24].…”

Advances in Permanent Deformation Modeling of Asphalt Concrete—A Review

“…The rutting of asphalt concrete is generally related to three mechanisms. The first mechanism is related to wear rutting in the wheel path, mainly due to studded tire abrasion [ 14 ]. The second mechanism of rutting is due to the viscoplastic strain accumulation (permanent deformation) in the asphalt layer.…”