| 1. |
- Alves, C. A., et al.
(författare)
-
Physical and chemical properties of non-exhaust particles generated from wear between pavements and tyres
- 2020
-
Ingår i: Atmospheric Environment. - : Elsevier Ltd. - 1352-2310 .- 1873-2844. ; 224
-
Tidskriftsartikel (refereegranskat)abstract
- A road simulator was used to generate wear particles from the interaction between two tyre brands and a composite pavement. Particle size distributions were monitored using a scanning mobility particle sizer and an aerosol particle sizer. Continuous measurements of particle mass concentrations were also made. Collection of inhalable particles (PM10) was conducted using a high-volume sampler equipped with quartz filters, which were then analysed for organic and elemental carbon, organic constituents and elemental composition. Tyre fragments chopped into tiny chips were also subjected to detailed organic and elemental speciation. The number concentration was dominated by particles <0.5 μm, whereas most of the mass was found in particles >0.5 μm. The emission factor from wear between pavements and tyres was of the order of 2 mg km−1 veh−1. Organic carbon represented about 10% of the PM10 mass, encompassing multiple aliphatic compounds (n-alkanes, alkenes, hopanes, and steranes), PAHs, thiazols, n-alkanols, polyols, some fragrant compounds, sugars, triterpenoids, sterols, phenolic constituents, phthalate plasticisers and several types of acids, among others. The relationship between airborne particulate organic constituents and organic matter in tyre debris is discussed. The detection of compounds that have been extensively used as biomass burning tracers (e.g. retene, dehydroabietic acid and levoglucosan) in both the shredded tiny tyre chips and the wear particles from the interaction between tyres and pavement puts into question their uniqueness as markers of wood combustion. Trace and major elements accounted for about 5% of the mass of the tyre fragments but represented 15–18% of the PM10 from wear, denoting the contribution of mineral elements from the pavement. Sulphur and zinc were abundant constituents in all samples.
|
|
| 2. |
- Amato, Fulvio, et al.
(författare)
-
Urban air quality : The challenge of traffic non-exhaust emissions
- 2014
-
Ingår i: Journal of Hazardous Materials. - : Elsevier BV. - 0304-3894 .- 1873-3336. ; 275, s. 31-36
-
Tidskriftsartikel (refereegranskat)abstract
- About 400,000 premature adult deaths attributable to air pollution occur each year in the European Region. Road transport emissions account for a significant share of this burden. While important technological improvements have been made for reducing particulate matter (PM) emissions from motor exhausts, no actions are currently in place to reduce the non-exhaust part of emissions such as those from brake wear, road wear, tyre wear and road dust resuspension. These "non-exhaust" sources contribute easily as much and often more than the tailpipe exhaust to the ambient air PM concentrations in cities, and their relative contribution to ambient PM is destined to increase in the future, posing obvious research and policy challenges.This review highlights the major and more recent research findings in four complementary fields of research and seeks to identify the current gaps in research and policy with regard to non-exhaust emissions. The objective of this article is to encourage and direct future research towards an improved understanding on the relationship between emissions, concentrations, exposure and health impact and on the effectiveness of potential remediation measures in the urban environment.
|
|
| 3. |
- Andersson-Sköld, Yvonne, 1957, et al.
(författare)
-
Microplastics from tyre and road wear: a literature review
- 2020
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This literature review concerns microplastics from tyre and road wear caused by road traffic. As there is limited knowledge about microplastics in general, and microplastics from road traffic in particular, the Swedish Government commissioned the Swedish National Road and Transport Research Institute (VTI) to, during 2018-2020, develop and disseminate knowledge about microplastics from road traffic. The chapters in this report summarises existing knowledge about microplastics from road traffic with respect to the following aspects: sources, spread and presence; effects on and risk to the environment and human health; characteristics and chemical composition; tyre and road wear; sampling methods; analysis and sample preparation; and measures. The report also includes a chapter with overall conclusions, and a chapter about further research, development and investigation needs. The purpose of this report is to provide a basis for reducing the generation and spread of microplastics from road traffic. One aim of the report is to collate and disseminate knowledge about microplastics generated by tyre and road wear, and to review the current level of knowledge. A second aim is to identify knowledge gaps and research requirements in relation to microplastics from road traffic. This literature review is based on a review of scientific articles and reports, as well as technical literature and some information from experts and industry.
|
|
| 4. |
- Andersson-Sköld, Yvonne, 1957-, et al.
(författare)
-
Mikroplast från däck- och vägslitage : en kunskapssammanställning
- 2020
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Denna kunskapssammanställning handlar om mikroplast från vägtrafikens däck- och vägslitage. Eftersom kunskapen om mikroplaster från vägtrafiken är begränsad samtidigt som däckslitage bedöms vara den största källan till utsläpp av mikroplast i Sverige, gav regeringen inom ramen för sitt arbete med plast och mikroplast Statens väg- och transportforskningsinstitut (VTI) i uppdrag att under 2018– 2020 ta fram och sprida kunskap om mikroplast från vägtrafiken. Varje kapitel i denna rapport sammanfattar befintlig kunskap om mikroplast från vägtrafiken avseende en eller flera aspekter. Dessa aspekter är: källor, spridning och förekomst; miljö- och hälsoeffekter samt risker; egenskaper och kemisk sammansättning; däck- och vägslitage; provtagningsmetoder; analys- och provberedningsmetoder samt åtgärder. Dessutom finns ett kapitel med sammanfattande slutsatser och allra sist ett kapitel om forsknings-, utvecklings- och utredningsbehov.Syftet med rapporten är att den ska utgöra ett underlag för att minska emissioner och spridning av mikroplast från vägtrafiken. Ett mål med rapporten är att sammanställa och sprida kunskap om mikroplast från däck- och vägslitage och att redogöra för nuvarande kunskapsläge. Ytterligare ett mål är att identifiera kunskaps- och forskningsbehov avseende mikroplast från vägtrafiken.Underlaget till denna kunskapssammanställning utgörs av vetenskapliga artiklar och rapporter samt facklitteratur och information från branschen och från experter.
|
|
| 5. |
- Antonson, Hans, 1963-, et al.
(författare)
-
Transportrelaterad miljökvalitet : rapport från workshop den 10-11 september 2001
- 2001
-
Rapport (populärvet., debatt m.m.)abstract
- Under 10–11 september 2001 möttes 31 representanter från departement, myndigheter, forskningsfinansiärer och forskarsamhället på Scandic hotell Hasselbacken i Stockholm för att lyssna till föredragningar om och diskutera kring begreppet transportrelaterad miljökvalitet.Initiativet till workshopen togs av VTI (Statens väg- och transportforskningsinstitut) genom en delansökan i en bred ansökan kallad Tema miljökvalitet ställd till Vägverket, Banverket och KFB.Workshopens syfte var att diskutera begreppet miljökvalitet i relation till transportsektorn och att rekognosera intresset för bildandet av ett nätverk för transportrelaterad miljökvalitet. För att underlätta urvalsarbetet och göra workshopen hanterbar inbjöds ett antal gäster från departement, myndigheter, forskningsfinansiärer och forskarsamhället som alla hade relevanta kunskaper och erfarenheter inom området.
|
|
| 6. |
- Blomqvist, Göran, 1963-, et al.
(författare)
-
Damning från flygaskstabiliserade grusvägar
- 2012
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Obundna vägar dammar genom trafikens framfart över dem. Sådan damning kan leda till trafiksäkerhets- och hälsorisker, olägenheter för närboende och ett accelererat nedbrytande av grusvägens slitlager. Det har funnits misstanke om att grusvägar där bärlagret stabiliserats med inblandning av flygaska skulle damma mer än konventionella grusvägar. Därför undersöktes damningen vid två fältlokaler där både asksträckor och konventionellt byggda sträckor fanns. Forskningsuppgiften var att jämföra damningen och svara på frågan om askvägar dammar mer än de konventionellt byggda vägarna. Dessutom skulle spridningen av damm till omgivningen kartläggas och förekomsten av aska i det uppvirvlade dammet detekteras. Projektet genomförs som ett samarbetsprojekt mellan VTI, SGI och Högskolan Dalarna, men även IVL har varit med i projektgruppen. Resultaten riktar sig till planerare och drift- och underhållsansvariga hos väghållare, entreprenörer och myndigheter. Fältmätningarna har innefattat såväl väletablerade som innovativa mätmetoder för bestämning av damning och sådana faktorer som påverkar damning som grusslitlagrets vattenkvot och kornstorleksfördelning.
|
|
| 7. |
- Blomqvist, Göran, 1963-, et al.
(författare)
-
Microplastics in snow in urban traffic environments
- 2023
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Microplastics from road traffic, mainly from tyre wear, are globally considered to be one of the largest sources of microplastic contamination in the environment. Plastics can either be deposited in the road vicinity, at the roadside and in ditches or spread via stormwater and air to the environment and receiving water bodies. In cold climates, microplastics, as well as other traffic-related pollutants, can be temporarily stored in snow and ice on and around roads and streets. The location and concentration of these pollutants is influenced by winter operations, where ploughing and skid control contribute to redistribution, and by melting and compaction of ice and snow. This creates reservoirs of microplastics and other pollutants, which are released into stormwater or surrounding soil during thaws, but also provides an opportunity to reduce the spread of microplastics by managing snow and ice appropriately. In the present report, a case study of microplastics in snow has been carried out in the municipality of Karlstad in Sweden, to get an idea of the potential variation, both in terms of concentration and total amounts in relation to traffic and the location of the sampling in the street environment. Microplastics have been analysed by pyrolysis GC/MS to identify tyre-specific polymers in combination with eight commonly occurring plastic types. In addition, six municipalities in different parts of the country responded to a questionnaire on microplastics in snow and urban snowmelt management. The results show that microplastics related to tyre wear (rubber polymers) tend to be present in higher concentrations on and near the carriageway. Other plastics show a less clear link to traffic. Along a salted bicycle lane, an elevated level of polypropylene, from which the brush of the sweep-salting machine is made, could be detected in the surface layer of the snow. In general, knowledge about microplastics in urban snow is low in the municipalities that responded to the survey.
|
|
| 8. |
- Cha, Yingying, 1989-, et al.
(författare)
-
On particulate emissions from moving trains in a tunnel environment
- 2018
-
Ingår i: Transportation Research Part D. - : Elsevier Ltd. - 1361-9209 .- 1879-2340. ; 59, s. 35-45
-
Tidskriftsartikel (refereegranskat)abstract
- Increasing attention is being paid to airborne particles in railway environments because of their potential to adversely affect health. In this study, we investigate the contribution of moving trains to both the concentration and size distribution of particles in tunnel environments. Real-time measurements were taken with high time-resolution instruments at a railway station platform in a tunnel in Stockholm in January 2013. The results show that individual trains stopping and starting at the platform substantially elevate the particulate concentrations with a mobility diameter greater than 100 nm. Two size modes of the particulate number concentrations were obtained. A mode of around 170 nm occurs when a train moves, while the other mode peaks at about 30 nm when there is no train in the station. By using principal component analysis (PCA), three contributing sources were identified on the basis of the classification of the sizes of the particles, namely railway-related mechanical wear, suspension due to the movement of trains and sparking of electric-powered components. It is concluded that the particulate matter released by individual moving trains is a key contributor to fine particles (100–500 nm) on the railway platform in a tunnel.
|
|
| 9. |
- Denby, Bruce Rolstad, et al.
(författare)
-
A coupled road dust and surface moisture model to predict non-exhaust road traffic induced particle emissions (NORTRIP). Part 1 : Road dust loading and suspension modelling
- 2013
-
Ingår i: Atmospheric Environment. - : Elsevier BV. - 1352-2310 .- 1873-2844. ; 77, s. 283-300
-
Tidskriftsartikel (refereegranskat)abstract
- Non-exhaust traffic induced emissions are a major source of particle mass in most European countries. This is particularly important in Nordic and Alpine countries where winter time road traction maintenance occurs, e.g. salting and sanding, and where studded tyres are used. In this paper, Part 1, the road dust sub-model of a coupled road dust and surface moisture model (NORTRIP) is described. The model provides a generalised process based formulation of the non-exhaust emissions, with emphasis on the contribution of road wear, suspension, surface dust loading and the effect of road surface moisture (retention of wear particles and suspended emissions). The model is intended for use as a tool for air quality managers to help study the impact of mitigation measures and policies. We present a description of the road dust sub-model and apply the model to two sites in Stockholm and Copenhagen where seven years of data with surface moisture measurements are available. For the site in Stockholm, where studded tyres are in use, the model predicts the PM10 concentrations very well with correlations (R-2) in the range of R-2 = 0.76-0.91 for daily mean PM10. The model also reproduces well the impact of a reduction in studded tyres at this site. For the site in Copenhagen the correlation is lower, in the range 0.44-0.51. The addition of salt is described in the model and at both sites this leads to improved correlations due to additional salt emissions. For future use of the model a number of model parameters, e.g. wear factors and suspension rates, still need to be refined. The effect of sanding on PM10 emissions is also presented but more information will be required before this can be confidently applied for management applications. (C) 2013 Elsevier Ltd. All rights reserved.
|
|
| 10. |
- Denby, Bruce Rolstad, et al.
(författare)
-
A coupled road dust and surface moisture model to predict non-exhaust road traffic induced particle emissions (NORTRIP). Part 2 : Surface moisture and salt impact modelling
- 2013
-
Ingår i: Atmospheric Environment. - : Elsevier. - 1352-2310 .- 1873-2844. ; 81, s. 485-503
-
Tidskriftsartikel (refereegranskat)abstract
- Non-exhaust traffic induced emissions are a major source of airborne particulate matter in most European countries. This is particularly important in Nordic and Alpine countries where winter time road traction maintenance occurs, e.g. salting and sanding, and where studded tyres are used. Though the total mass generated by wear sources is a key factor in non-exhaust emissions, these emissions are also strongly controlled by surface moisture conditions. In this paper, Part 2, the road surface moisture submodel of a coupled road dust and surface moisture model (NORTRIP) is described.We present a description of the road surface moisture part of the model and apply the coupled model to seven sites in Stockholm, Oslo, Helsinki and Copenhagen over 18 separate periods, ranging from 3.5 to 24 months. At two sites surface moisture measurements are available and the moisture sub-model is compared directly to these observations. The model predicts the frequency of wet roads well at both sites, with an average fractional bias of -2.6%. The model is found to correctly predict the hourly surface state, wet or dry, 85% of the time. From the 18 periods modelled using the coupled model an average absolute fractional bias of 15% for PM10 concentrations was found. Similarly the model predicts the 90'th daily mean percentiles of PMio with an average absolute bias of 19% and an average correlation (R-2) of 0.49. When surface moisture is not included in the modelling then this average correlation is reduced to 0.16, demonstrating the importance of the surface moisture conditions. Tests have been carried out to assess the sensitivity of the model to model parameters and input data. The model provides a useful tool for air quality management and for improving our understanding of non-exhaust traffic emissions.
|
|
