The effects of vehicle activity on particle resuspension

Nicholson, K.W.; Branson, Julia; Giess, Paul; Cannell, Rebecca J.S.

doi:10.1016/0021-8502(89)90853-7

Cited by 84 publications

(53 citation statements)

References 4 publications

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“…His main concern relies on the fact that expressing EFs per vehicle and km traveled is a reliable approach in case of unpaved roads, where the available dust is inexhaustible, whilst the same is not true on paved roads. Nicholson and Branson (1990) and Nicholson et al (1989) showed that a significant fraction of road dust could be removed from a given part of a paved road after the passage of a single vehicle. According to this, the total emission does not depend on the number of vehicles, but on the area of pavement traveled by vehicles and the time spanned.…”

Section: Ef Per Unit Of Areamentioning

confidence: 99%

Emission factors from road dust resuspension in a Mediterranean freeway

Amato

Karanasiou

Moreno

et al. 2012

Atmospheric Environment

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Particulate matter emissions from paved roads are currently one of the main challenges for a sustainable transport in Europe. Emissions are scarcely estimated due to the lack of knowledge about the resuspension process severely hampering a reliable simulation of PM and heavy metals concentrations in large cities and evaluation of population exposure. In this study the Emission Factors from road dust resuspension on a Mediterranean freeway were estimated per single vehicle category and PM component (OC, EC, mineral dust and metals) by means of the deployment of vertical profiles of passive samplers and terminal concentration estimate. The estimated PMio emission factors varied from 12 to 47 mg VKT -1 (VICT: Vehicle Kilometer Traveled) with an average value of 22.7 ± 14.2 mg VKT -1 . Emission Factors for heavy and light duty vehicles, passenger cars and motorbikes were estimated, based on average fleet composition and EPA ratios, in 187-733 mg VKT -1 , 33-131 VKT -1 , 9.4-36.9 VKT" 1 and 0.8-3.3 VKT -1 , respectively. These range of values are lower than previous estimates in Mediterranean urban roads, probably due to the lower dust reservoir on freeways. PM emitted material was dominated by mineral dust (9-10 mg VKT -1 ), but also OC and EC were found to be major components and approximately 14 -25% and 2-9% of average PM exhaust emissions from diesel passenger cars on highways respectively.

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Section: Ef Per Unit Of Areamentioning

confidence: 99%

Emission factors from road dust resuspension in a Mediterranean freeway

Amato

Karanasiou

Moreno

et al. 2012

Atmospheric Environment

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“…Unlike tailpipe emission measurements conducted on a chassis dynamometer (Mulawa et al, 1997;Kleeman et al, 2000), tunnel studies allow the characterisation of exhaust emissions, along with the mechanical wear of tires and brakes (Rogge et al, 1993a;Garg et al, 2000), and the ejection of particles from the pavement (Kupiainen et al, 2005) by resuspension processes (Nicholson et al, 1989;Sternbeck et al, 2002). Knowledge of emission source profiles of such fast-changing fleet and/or fuel composition is a crucial step for accurate interpretation of receptor modelling analysis.…”

Section: Introductionmentioning

confidence: 99%

Physical–chemical characterisation of the particulate matter inside two road tunnels in the São Paulo Metropolitan Area

Brito¹,

Rizzo²,

Herckès

et al. 2013

Atmos. Chem. Phys.

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Abstract. The notable increase in biofuel usage by the road transportation sector in Brazil during recent years has significantly altered the vehicular fuel composition. Consequently, many uncertainties are currently found in particulate matter vehicular emission profiles. In an effort to better characterise the emitted particulate matter, measurements of aerosol physical and chemical properties were undertaken inside two tunnels located in the São Paulo Metropolitan Area (SPMA). The tunnels show very distinct fleet profiles: in the Jânio Quadros (JQ) tunnel, the vast majority of the circulating fleet are light duty vehicles (LDVs), fuelled on average with the same amount of ethanol as gasoline. In the Rodoanel (RA) tunnel, the particulate emission is dominated by heavy duty vehicles (HDVs) fuelled with diesel (5 % biodiesel). In the JQ tunnel, PM 2.5 concentration was on average 52 µg m −3 , with the largest contribution of organic mass (OM, 42 %), followed by elemental carbon (EC, 17 %) and crustal elements (13 %). Sulphate accounted for 7 % of PM 2.5 and the sum of other trace elements was 10 %. In the RA tunnel, PM 2.5 was on average 233 µg m −3 , mostly composed of EC (52 %) and OM (39 %). Sulphate, crustal and the trace elements showed a minor contribution with 5 %, 1 %, and 1 %, respectively. The average OC : EC ratio in the JQ tunnel was 1.59 ± 0.09, indicating an important contribution of EC despite the high ethanol fraction in the fuel composition. In the RA tunnel, the OC : EC ratio was 0.49 ± 0.12, consistent with previous measurements of diesel-fuelled HDVs. Besides bulk carbonaceous aerosol measurement, polycyclic aromatic hydrocarbons (PAHs) were quantified. The sum of the PAHs concentration was 56 ± 5 ng m −3 and 45 ± 9 ng m −3 in the RA and JQ tunnel, respectively. In the JQ tunnel, benzo(a)pyrene (BaP) ranged from 0.9 to 6.7 ng m −3 (0.02-0. 1 ‰ of PM 2.5 ) whereas in the RA tunnel BaP ranged from 0.9 to 4.9 ng m −3 (0.004-0. 02 ‰ of PM 2.5 ), indicating an important relative contribution of LDVs emission to atmospheric BaP.Real-time measurements performed in both tunnels provided aerosol size distributions and optical properties. The average particle count yielded 73 000 cm −3 in the JQ tunnel and 366 000 cm −3 in the RA tunnel, with an average diameter of 48 nm in the former and 39 nm in the latter. Aerosol single scattering albedo, calculated from scattering and absorption observations in the JQ tunnel, indicates a value of 0.5 associated with LDVs. Such single scattering albedo is 20-50 % higher than observed in previous tunnel studies, possibly as a result of the large biofuel usage. Given the exceedingly high equivalent black carbon loadings in the RA tunnel, real time light absorption measurements were possible only in the JQ tunnel. Nevertheless, using EC measured from the filters, a single scattering albedo of 0.31 for the RA tunnel has been estimated. The results presented here characterise particulate matter emitted from nearly 1 million vehicles fuelled with a considerable amount of...

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“…The majority of non-paved roads are formed by thickening the existing soil. When vehicles are driven on this kind of road, road dust is raised to the air due to the force of shear and turbulence (Nicholson et al, 1989). PM abrade moving mechanical parts of vehicles, and can damage internal combustion engines if passing inside the engine through the filters and leaky systems (Wenk and Bulakh, 2004;Warren et al, 2005).…”

Section: Introductionmentioning

confidence: 99%

Characterization of Desert Road Dust Aerosol from Provinces of Afghanistan and Iraq

Dobrzhinsky

Krugly

Kliučininkas

et al. 2012

Aerosol Air Qual. Res.

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Resuspended desert dust is an important air pollutant in both local and transboundary levels. Research on the resuspension and properties of desert road dust particulate matter (PM) was performed with dust samples from the provinces of Kandahar, Herat and Ghor in Afghanistan, and the province of Baghdad in Iraq. Measurements of the concentrations of airborne PM in Kandahar province showed that near the military unit PM total ranged from 58.3 μg/m 3 to 85.5 μg/m 3 , while in the motorcade the concentrations ranged from 13787.9 μg/m 3 to 18181.8 μg/m 3 . The particle size distribution (PSD) of the resuspended dust samples in laboratory conditions revealed that the PSD may have a bi-modal shape with a clearly defined mode (d = 1.98-2.13 μm), and less expressed second mode at ~1 μm. The highest amounts of resuspended PM resulted from the samples taken at Kandahar province. The dust from other regions showed lower amounts of resuspended particles (~75% lower in Ghor, ~85% in Herat, and ~96% in Bagdad). The X-ray diffraction (XRD) analysis of dust showed the presence of calcite, quartzite, albite, muscovite, potassium-feldspar, and nimite in the samples. SO 4 2-concentrations in the road dust samples ranged from 71.3 ± 8.5 × 10 3 μg/kg to 221.1 ± 18.3 × 10 3 μg/kg, and the amounts of Cl -varied from 378.2 ± 81.9 × 10 3 μg/kg to 3876.2 ± 295.2 × 10 3 μg/kg. The results of particle size distribution and composition were discussed with respect to their potential negative influences on road vehicles.

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The effects of vehicle activity on particle resuspension

Cited by 84 publications

References 4 publications

Emission factors from road dust resuspension in a Mediterranean freeway

Emission factors from road dust resuspension in a Mediterranean freeway

Physical–chemical characterisation of the particulate matter inside two road tunnels in the São Paulo Metropolitan Area

Characterization of Desert Road Dust Aerosol from Provinces of Afghanistan and Iraq

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