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Abstract: Road dust forms an important component of airborne particulate matter in urban areas. In many winter cities the use of anti-skid aggregates and studded tires enhance the generation of mineral particles. The abrasion particles dominate the PM10 during springtime when the material deposited in snow is resuspended. This paper summarizes the results from three test series performed in a test facility to assess the factors that affect the generation of abrasion components of road dust. Concentrations, mass size distribution and composition of the particles were studied. Over 90% of the particles were aluminosilicates from either anti-skid or asphalt concrete aggregates. Mineral particles were observed mainly in the PM10 fraction, the fine fraction being 12% and submicron size being 6% of PM10 mass. The PM10 concentrations increased as a function of the amount of anti-skid aggregate dispersed. The use of anti-skid aggregate increased substantially the amount of PM10 originated from the asphalt concrete. It was concluded that anti-skid aggregate grains contribute to pavement wear. The particle size distribution of the anti-skid aggregates had great impact on PM10 emissions which were additionally enhanced by studded tires, modal composition, and texture of anti-skid aggregates. The results emphasize the interaction of tires, anti-skid aggregate, and asphalt concrete pavement in the production of dust emissions. They all must be taken into account when measures to reduce road dust are considered. The winter maintenance and springtime cleaning must be performed properly with methods which are efficient in reducing PM10 dust. [Copyright &y& Elsevier]

Traffic causes enhanced PM10 resuspension especially during spring in the US, Japan, Norway, Sweden and Finland, among other countries. The springtime PM10 consists primarily of mineral matter from tyre-induced paved road surface wear and traction sand. In some countries, the majority of vehicles are equipped with studded tyres to enhance traction, which additionally increases road surface wear. Because the traction sand and the mineral matter from the pavement aggregate can have a similar mineralogical composition, it has been difficult to determine the source of the mineral fraction in the PM10. In this study, homogenous traction sand and pavement aggregate with different mineralogical compositions were chosen to determine the sources of PM10 particles by single particle analysis (SEM/EDX). This study was conducted in a test facility, which made it possible to rule out dust contributions from other sources. The ambient PM10 concentrations were higher when traction sand was used, regardless of whether the tyres were studded or not. Surprisingly, the use of traction sand greatly increased the number of the particles originating from the pavement. It was concluded that sand must contribute to pavement wear. This phenomenon is called the sandpaper effect. An understanding of this is important to reduce harmful effects of springtime road dust in practical winter maintenance of urban roads [Copyright &y& Elsevier]

Representative soil was evenly applied to an 800-m section of road surface. The test area was of sufficient length to allow for measurement at constant speeds of up to 72 km hr−1. SCAMPER and TRAKER™ mobile measurement vehicles made repeated test runs while an instrumented tower measured upwind-downwind horizontal PM 10 flux. AP-42 methods were used to collect silt samples and calculate PM 10 emission factors. Both silt loadings and vehicle speeds were varied during the experiment. Street sweeping the as-found roadway showed an initial rise in PM 10 emission rates. Both TRAKER and SCAMPER measured rapid decay of PM 10 emission rates after depositing soil. Both the tower flux and AP-42 silt loading measurements were consistent with the mobile methods. Decaying particle suspension rates suggest emission rates are a function of both vehicle speed and silt loading. Mobile methods allow a cost-effective method of rapidly measuring PM 10 emissions from roadways. • Measurement of PM 10 emission rates from paved roadways under controlled conditions. • Comparison of two mobile PM 10 emission rate measurement systems with AP-42 silt sampling and flux tower measurements. • PM 10 emission rate variability with vehicle speed. • Determination of street sweeper effect on PM 10 emission rates. [ABSTRACT FROM AUTHOR]