Physical and chemical characterization of tire-related particles: Comparison of particles generated using different methodologies

Kreider, Marisa L.; Panko, Julie M.; McAtee, Britt L.; Sweet, Leonard I.; Finley, Brent L.

doi:10.1016/j.scitotenv.2009.10.016

Cited by 420 publications

(390 citation statements)

References 41 publications

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“…Among the analyzed elements, Si mass was the highest, which reinforces the large contribution of soil or sand and crustal material to PM 2.5 mass concentrations near roadways in the Kathmandu Valley. Silica in PM also comes from cement used in construction work, road surface dust, and tire wear (Kreider et al, 2010). Crustal elements such as Al, Si, Ca, Fe, and Mg were 2-3 times higher at Balaju and Chabahil compared to the other four sites during both spring and the monsoon.…”

Section: Elemental Compositionmentioning

confidence: 99%

Near-road sampling of PM<sub>2. 5</sub>, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

et al. 2017

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Abstract. Semicontinuous PM 2.5 and black carbon (BC) concentrations, and 24 h integrated PM 2.5 filter samples were collected near roadways in the Kathmandu Valley, Nepal. Instruments were carried by a group of volunteer traffic police officers in the vicinity of six major roadway intersections in the Kathmandu Valley across two sampling periods in 2014. Daily PM 2.5 filter samples were analyzed for water-soluble inorganic ions, elemental carbon (EC) and organic carbon (OC), and 24 elements. Mean PM 2.5 and BC concentrations were 124.76 µg m −3 and 16.74 µgC m −3 during the drier spring sampling period, and 45.92 µg m −3 and 13.46 µgC m −3 during monsoonal sampling. Despite the lower monsoonal PM 2.5 concentrations, BC and several elements were not significantly lower during the monsoon, which indicates an important contribution of vehicle-related emissions throughout both seasons in this region. During the monsoon, there was an enhanced contribution of chemical species (elements and water-soluble inorganic ions), except secondary inorganic ions, and BC to PM 2.5 (crustal elements: 19 %; heavy metals: 5 %; and BC: 39 %) compared to those in spring (crustal elements: 9 %; heavy metals: 1 %; and BC: 18 %). Silica, calcium, aluminum, and iron were the most abundant elements during both spring and the monsoon, with total concentrations of 12.13 and 8.85 µg m −3 , respectively. PM 2.5 and BC showed less spatial variation compared to that for individual chemical species.

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Section: Elemental Compositionmentioning

confidence: 99%

Near-road sampling of PM<sub>2. 5</sub>, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

et al. 2017

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“…These processes may depend on tire type, size, and age, vehicle speed and weight, road surface properties (stone mineral and size, texture), and meteorological conditions (temperature, road wetness, etc.). Tire wear contributes to PM 10 even though most of the wear results in larger particles (Kreider et al, 2010). A peak at about 1-2 µm is likely to be related to worn rubber (Fauser, 1999;Gustafsson et al, 2009b), while peaks within the nanometer sizes are thought to be related to high-temperature events .…”

Section: Tire Wearmentioning

confidence: 99%

“…Recently, Mathissen et al (2011) found no increased nanometer particle concentrations emanating from tires during normal driving, but in maneuvers with significant tire slip, particles within the 30-60 nm range were generated. The chemical components of tire tread particles include silica, sulfur, and zinc, but 46% of the total mass is polymers and 19% carbon black (Kreider et al, 2010). …”

Section: Tire Wearmentioning

confidence: 99%

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

Gon

Gerlofs-Nijland

Gehrig

et al. 2012

Journal of the Air & Waste Management Association

177

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Road transport emissions are a major contributor to ambient particulate matter concentrations and have been associated with adverse health effects. Therefore, these emissions are targeted through increasingly stringent European emission standards. These policies succeed in reducing exhaust emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear, and suspension in air of road dust.Is this a problem? To what extent do nonexhaust emissions contribute to ambient concentrations of PM 10 or PM 2.5 ? In the near future, wear emissions may dominate the remaining traffic-related PM 10 emissions in Europe, mostly due to the steep decrease in PM exhaust emissions. This underlines the need to determine the relevance of the wear emissions as a contribution to the existing ambient PM concentrations, and the need to assess the health risks related to wear particles, which has not yet received much attention. During a workshop in 2011, available knowledge was reported and evaluated so as to draw conclusions on the relevance of traffic-related wear emissions for air quality policy development. On the basis of available evidence, which is briefly presented in this paper, it was concluded that nonexhaust emissions and in particular suspension in air of road dust are major contributors to exceedances at street locations of the PM 10 air quality standards in various European cities. Furthermore, wear-related PM emissions that contain high concentrations of metals may (despite their limited contribution to the mass of nonexhaust emissions) cause significant health risks for the population, especially those living near intensely trafficked locations. To quantify the existing health risks, targeted research is required on wear emissions, their dispersion in urban areas, population exposure, and its effects on health. Such information will be crucial for environmental policymakers as an input for discussions on the need to develop control strategies.Implications: Road transport particulate matter (PM) emissions are associated with adverse health effects. Stringent policies succeed in reducing the exhaust PM emissions, but do not address "nonexhaust" emissions from brake wear, tire wear, road wear, and suspension in air of road dust. In the near future the nonexhaust emissions will dominate the road transport PM emissions. Based on the limited available evidence, it is argued that dedicated research is required on nonexhaust emissions and dispersion to urban areas from both an air quality and a public health perspective. The implicated message to regulators and policy makers is that road transport emissions continue to be an issue for health and air quality, despite the encouraging rapid decrease of tailpipe exhaust emissions.

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“…하지만, 차량 주행 시 타이어와 도로의 마찰에 의해 발생하는 마모입자 등과 같은 'non-exhaust PM'이 도로 오염원 부문에 서 큰 기여를 하고 있는 것으로 보고되고 있다 (Dahl et al, 2006;Querol et al, 2004;Harrison et al, 2001;Lenschow et al, 2001). Kreider et al (2010) Harrison et al, 2012;Orza et al, 2011). 차량 주행 시 발생하는 입자에 대한 최근의 연구 결과에서는 큰 비표면적 (surface area-to-volume ratio) 으로 인해 반응성 및 독성이 높은 100 nm 이하의 초 미세입자 (ultrafine particle) 발생 또한 상당한 것으로 보고되면서 미세입자의 질량농도뿐 아니라 초미세입 자의 물리•화학적 특성에 대한 관심이 증가하고 있 는 추세이다 (Mathissen et al, 2011;Dahl et al, 2006).…”

Section: 인하여 자동차 배기관에서 배출되는 입자상 물질unclassified

Characterization of Coarse, Fine, and Ultrafine Particles Generated from the Interaction between the Tire and the Road Pavement

Kwak¹,

Lee²,

Lee³

2013

Journal of Korean Society for Atmospheric Environment

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The non-exhaust coarse, fine, and ultrafine particles were characterized by on-road driving measurements using a mobile sampling system. The on-road driving measurements under constant speed driving revealed that mass concentrations of roadway particles (RWPs) were distributed mainly in a size range of 2~3 μm and slightly increased with increasing vehicle speed. Under braking conditions, the mode diameters of the particles were generally similar with those obtained under constant speed conditions. However, the PM concentrations emitted during braking condition were significantly higher than those produced under normal driving conditions. Higher number concentrations of ultrafine particles smaller than 70 nm were observed during braking conditions, and the number concentration of particles sampled 90 mm above the pavement was 6 times higher than that obtained 40 mm above the pavement. Under cornering conditions, the number concentrations of RWPs sampled 40 mm above the pavement surface were higher than those sampled 90 mm above the pavement. This might be explained that a nucleation burst of a lot of vapor evaporated from the interaction between the tire and the road pavement under braking conditions continuously occurred by cooling during the transport to the sampling height 90 mm, while, for the case of cornering situations, the ultrafine particle formation was completed before the transport to the sampling height of 40 mm.

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Physical and chemical characterization of tire-related particles: Comparison of particles generated using different methodologies

Cited by 420 publications

References 41 publications

Near-road sampling of PM<sub>2. 5</sub>, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

Near-road sampling of PM<sub>2. 5</sub>, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

Characterization of Coarse, Fine, and Ultrafine Particles Generated from the Interaction between the Tire and the Road Pavement

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Physical and chemical characterization of tire-related particles: Comparison of particles generated using different methodologies

Cited by 420 publications

References 41 publications

Near-road sampling of PM&lt;sub&gt;2. 5&lt;/sub&gt;, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

Near-road sampling of PM&lt;sub&gt;2. 5&lt;/sub&gt;, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

The Policy Relevance of Wear Emissions from Road Transport, Now and in the Future—An International Workshop Report and Consensus Statement

Characterization of Coarse, Fine, and Ultrafine Particles Generated from the Interaction between the Tire and the Road Pavement

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Product

Resources

About

Near-road sampling of PM<sub>2. 5</sub>, BC, and fine-particle chemical components in Kathmandu Valley, Nepal

Near-road sampling of PM<sub>2. 5</sub>, BC, and fine-particle chemical components in Kathmandu Valley, Nepal