particle research at vti nortrip meeting 2010-04-27 mats gustafsson & göran blomqvist
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Particle research at VTINORTRIP meeting 2010-04-27
Mats Gustafsson & Göran Blomqvist
VTI in brief
VTI, Swedish National Road and Transport Research Institute, is an independent and internationally prominent research institute within the transport sector.
Ca 180 employees in Linköping, Stockholm, Göteborg and Borlänge
Services
Research and development Measurement and testing Consultancy services Courses and seminars Library and information services
Research areas
● Infrastructure maintenance ● Vehicle technology ● Sustainable transport ● Humans and the transport system ● Society and transport ● Traffic safety ● Traffic analysis ● Transport economics ● Road and rail engineering
Ongoing relevant projects at VTI
Material properties and PM emission and properties:Influence of asphalt pavement properties on particle formation
and properties.Do concrete pavements generate less particles than asphalt
pavements?Effects on particle emission of rubber mixed asphalt
pavements (“GummiWear II”).Including PM generation in the VTI wear model.KnowWear – VTI project about generation, emission and
dispersion of non-exhaust particles.Expected: continued studies on tyre related PM.
PM and health:WearTox II – toxicological studies on wear particles from
different stone materials in pavements (VTI, LiU, LTH, CBI).
Ongoing relevant projects at VTI (cont.)
Measures against PM:Street sweeping as a measure against PM10 (VTI, SLB)Factors affecting dust binding effect of CMA (EU-projekt,
Cities of Klagenfurt, Lienz, Bruneck and Nordisk Aluminat A/S)
Unpaved roads
Road surface:The winter model (salt and surface wetness)
Method development:Wet Dust Sampler (WDS)DusterEvaluation techniques using the VTI Road Simulator
Potential contribution to NORTRIP
Relations between PM emission (and properties) and pavements (construction and stone material parameters), tyres, speed, humidity, road surface characteristics etc
Emission factors from road simulator (?)Road surface condition parameters and models (related to road
salt, humidity etc.).Development of PM module in the VTI wear model.Wear particle properties (size distributions, chemical profiles).Toxicity of wear particles.Effects of measures against road dust.
Expected outcome of NORTRIP
Improved network for knowledge charing and dissemination
Possibilities to validate and implement VTI results and methods in models and tools
Improved modelling use
What knowledge do we need about road dust?
How can we abate it?Minimize the sources
Decrease studded tyre use Adjust tyres Adjust pavements and gritting material Ajust traffic (less traffic, lower speed)
Minimize dispersion to air Dust binding Sweeping? Ajust traffic (less traffic, lower speed, less heavy vehicles) …
How hazardous is road dust to health?● Particle properties● Health studies
Epidemiology Toxicology
Research area 1:
Material properties and PM emission and properties
The VTI road simulator
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00T id
0
2
4
6
8
PM
10 [m
g m
-3]
Ska8 m ylonit
ABS16 kvartsit Dalby
Ska11 m ylonit
ABS16 kvartsit Dalbo
ABD11 porfyr
How do pavement choice affect PM10 production?
Largest stone size (Dmax)
8 10 12 14 16Dmax (mm)
0
1
2
3
4
PM
10 (
mg
m-3
)
Hornsgatan 30 km/hHornsgatan 50 km/hHornsgatan 70 km/h
0
1
2
3
4
5
6
7
8
16 17 18 19 20 21 22 23
LA
PM
10
(m
g m
-3)
PM10 vid 50 km/h
PM10 vid 70 km/h
Gummiinblandad bitumen
Resistance to fragmentation (LA) of stones in ABS (Ska)
Stone material important also when NOT using studded tyres
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
SF
U-F
ine
SF
U-G
rov
Zn
Cu
Fe
Ti
Ca
K
Cl
S
Si
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
SF
U-F
ine
SF
U-G
rov
Zn
Cu
Fe
Ti
Ca
K
Cl
S
Si
Unstudded central european winter tyres on gneiss pavement
Unstudded central european winter tyres on chalk pavement
Calcium
Calcium
30 km/h 50 km/h 70 km/h
11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00
0
2000
4000
6000
PM
10 [µ
g/m
3]
S um m er tyre
WearEmWearEm
Summer tyres
Influence on PM10 in road simulator
30 km/h 50 km/h 70 km/h
11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00
0
2000
4000
6000
PM
10 [µ
g/m
3]
F ric tion tyre
Sum m er tyre
Unstudded Nordic winter
tyres
WearEmWearEm
Influence on PM10 in road simulator
Summer tyres
30 km/h 50 km/h 70 km/h
11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00
0
2000
4000
6000
PM
10 [µ
g/m
3]
S tudded tyre
Friction tyre
Sum m er tyre
Studded tyres
WearEmWearEm
Influence on PM10 in road simulator
Unstudded Nordic winter
tyres
Summer tyres
Example of tyre (and speed) influence in road simulator
0.001
0.01
0.1
1
10
10 30 50 70 90
Simulator speed (km/h)
Rel
ativ
e P
M10
con
cent
raio
n (µ
g/m
3 )
Summer tyre
Nordic un-studded winter tyre
Studded tyre
0.01 0.1 1 10Storleksfördeln ing (µm )
0
20000
40000
60000
80000
dN/d
logD
p [#
cm
-3]
0
0 .5
1
1.5
2
2.5
dM/d
logD
p [mg m
-3]
70 km h -1
50 km h -1
30 km h -1
N okian H akkapeliitta 4M ichelin X -Ice N orthB ridegstone N oranza
Size distributions studded tyres
Tyre/pavementwear?
Nokian Hakkapeliitta 4 with and without studs
1 10 100 1000Mobility particle diameter (nm)
0
20000
40000
60000
80000
100000
dN
/dlo
gD
p (
#/c
m3 )
Med dubbar
Utan dubbar
Particles in PM10 from city air
Particles in PM10 from city air
Particles in PM10 from city air
Composition of particle size distribution
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
Däc
k
Bitu
men
Fill
er
Areodynamisk diameter (µm)
Rel
ativ
ko
nce
ntr
atio
n (
%)
Co
W
Zn
Cu
Fe
Ti
Ca
K
Cl
S
Si
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
Däc
k
Bitu
men
Fill
er
Aerodynamsk diameter (µm)
Rel
ativ
ko
nce
ntr
atio
n (
%)
Co
W
Zn
Cu
Fe
Ti
Ca
K
Cl
S
0,001
0,01
0,1
1
10
0,01 0,1 1 10
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
Däc
k
Bitu
men
Fill
er
Areodynamisk diameter (µm)
Rel
ativ
ko
nce
ntr
atio
n (
%)
Co
W
Zn
Cu
Fe
Ti
Ca
K
Cl
S
Si
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
Däc
k
Bitu
men
Fill
er
Aerodynamsk diameter (µm)
Rel
ativ
ko
nce
ntr
atio
n (
%)
Co
W
Zn
Cu
Fe
Ti
Ca
K
Cl
S
0,0001
0,001
0,01
0,1
1
10
0,01 0,1 1 10
1
10
100
1000
10000
100000
1000000
10000000
0,01 0,1 1 10 100Areodynamisk diameter (µm)
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
12,2
5
Tyr
e
Bitu
men
Fill
er
Areodynamisk diameter (µm)
Rel
ativ
ko
nce
ntr
atio
n (
%)
Co
W
Zn
Cu
Fe
Ti
Ca
K
Cl
S
Si
0%
20%
40%
60%
80%
100%
0,04
2
0,08
0,14
0,21
0,32
0,51
0,81
1,26
2,00
3,32
5,47
8,25
12,2
5
Tyr
e
Bitu
men
Fill
er
Aerodynamsk diameter (µm)
Rel
ativ
ko
nce
ntr
atio
n (
%)
Co
W
Zn
Cu
Fe
Ti
Ca
K
Cl
S
0,00001
0,0001
0,001
0,01
0,1
1
0,01 0,1 1 10 100
Studded tyre Unstudded Nordic winter tyre Summer tyre
Coarse tyre (?) particles
Research area 2PM and health
Hälsostudie:
0
10
20
30
40
50
60
70
80
Kontroll PM 1 PM 2 PM 3 PM 4 PM 5 PM 6
TN
F-α
pg
/ml
x 10
4 c
ells
Infla
mm
atio
nspo
tent
ial
Damm från granitbeläggning
Damm från kvartsitbeläggning
Damm från Hornsgatan, Sthlm
Damm från tunnelbanan, Sthlm
Dieselpartiklar
Aims:Investigate what micro-textural properties within
stone material that affect formation of inhalable particles and to
investigate the toxicity in airways of coarse and fine pavement wear particles in relation to physical, chemical and and morphological particle properties.
Research area 3Measures against PM
“Effects of dust binding of paved roads” (SNRA funded project)
0
0.2
0.4
0.6
0.8
1
1.2
Bef
ore
appl
icat
ion
App
licat
ion
1
day
1:1
day
2:1
day
3:1
App
licat
ion
2
day
1:2
day
2:2
day
3:2
day
4:2
App
licat
ion
3
day
1:3
day
2:3
day
3:3R
atio
PM
10 m
easu
rem
ent
stre
tch
/ref
eren
se s
tret
ch
CMA
CaCl2
MgCl2
Sugar
Results - dust binding effect
30-40%
ca 4-5 days
”Virgin
application”
Added effect?
Results – friction reduction
-0.45
-0.40
-0.35
-0.30
-0.25
-0.20
-0.15
-0.10
-0.05
0.00
CMA CaCl2 MgCl2 Sugar Dustex Water on thereference stretch
(0.5 mm)
Initi
al fr
ictio
n re
duct
ion
Conclusions
Dust binding effect Initial effect (ca 35-40%) and duration (3-4 days) equal for all
tested binders under current conditions Effect duration longer than reported from city street trials
Friction reduction● Initial reduction:
CMA > MgCl2 = sugar > CaCl2 Friction reduction duration tends to be longer for the chlorides
than for CMA and sugar, but needs further evaluation
Under the prevailing conditions, dust binders remain on the road surface outside the wheel tracks for weeks.
What is the recommendation?
We recommend chlorides on roads where corrosion and environmental issues are not high priority, but CMA or sugar otherwise.
The importance of friction reduction problems increases with speed and in sharp turns (e.g. roundabouts).
SNRA will recommend chlorides on their roads.
CMA+ - an EU Life+ project on dust bindning
Follows the KAPA-GS projectImplementation of CMA for dust binding in Klagenfurt, Bruneck
and LientzVTI role to test particle formation from different pavements and
to study particle formation from CMA treated pavements in different concentrations and doses
2009 - 2012
Increased CMA effect at higher humidity
0
1
2
3
4
5
6
7
PM
10
14:00 15:00 16:00 17:00 18:00 19:00
35%63%
80%
Increased CMA effect at higher humidity
32
0
1
2
3
4
5
6
7
0 20 40 60 80 100
RH (%)
PM
10 (
mg/
m3)
före CMACMA 11 g/m2CMA ca 50 g/m2Torr residual-CMACMA 14 g
•Humidity effect
•Dose effect
New project to test ”promising” sweeping techniques
Disab-Tella Dulevo
Road surface properties
Method development
Wet Dust Sampler
Can measure dust load on the road surface and chemistry of dissolved substances on the surface etc.
Duster
+
Fly ash testsCurrently under
modification
Thanks for Your attention!
Contact: mats.gustafsson@vti.se
www.vti.se
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