Abstract
Resuspension of road dust contributes to air quality issues with resulting health impacts. Limited studies imply that porous pavements can initially mitigate PM10 emissions by acting as a dust trap, but the abrasion wear generates road dust and thus accelerates the clogging processes. In addition, knowledge regarding the impact of pavement types on road dust load dynamics is limited. Road traffic noise can be mitigated using porous pavements, but the use of studded tyres increases the abrasion wear of the pavement as well as increasing the noise emission. Due to this durability problem, porous pavements are rarely used in the Nordic countries where, instead, dense pavements which are abrasion resistant are more common. Linköping municipality, in Sweden, constructed a porous pavement to mitigate road traffic noise. This led to the opportunity to investigate the temporal variation of the dust load dynamics and inherent size distributions over the winter and spring in comparison to those of an adjacent dense pavement. Results, when using the wet dust sampler (WDS) method, showed similar dust load dynamics for the dense and porous pavements. The results were also compared to previous studies using the same method on different dense pavements in Stockholm, Sweden. All locations showed a seasonal variation with higher dust loads during winter and early spring and declining loads towards summer. The size distributions were more complex for the wheel tracks at the porous pavement, having primarily properties of a mixture model compared to the simple size distributions for the dense pavement. On the other hand, the dust load and size distribution were more similar between the porous and dense pavements regarding loads and shapes, indicating a less pronounced but similar behaviour between the surfaces outside of the wheel tracks.
Highlights
Particle air pollution has been on the agenda since the 1950s, with an ever-increasing focus on the health impacts on humans (WHO 2005; WHO 2016) and the resulting socioeconomic impact (e.g. WHO Regional Office for Europe OECD 2015)
Six drill cores were collected for the doublelayered porous asphalt concrete (DLPAC) at two locations in the northbound lane, with one core taken in the left wheel track, between wheel tracks and in the right wheel track, respectively
The organic fraction of the road dust in the left wheel track and between wheel tracks is presented in Fig. 8 and is compared to similar wet dust sampler (WDS) samplings on dense pavements reported by Gustafsson et al (2019b) in Stockholm, Sweden
Summary
Particle air pollution has been on the agenda since the 1950s, with an ever-increasing focus on the health impacts on humans (WHO 2005; WHO 2016) and the resulting socioeconomic impact (e.g. WHO Regional Office for Europe OECD 2015). Countries using studded tyres have problems with anthropogenic mineral dust due to increased pavement wear (Denby et al 2013; Norman et al 2016; Lundberg et al 2019b) increasing direct particle generation and dust load (Gustafsson et al 2008; Hussein et al 2008; Kupiainen and Pirjola 2011). The increased abrasion wear from studded tyres has led to an increased use of abrasion wear resistant pavements, such as the stone mastic asphalt (SMA) This dust load is stored on road surfaces and contributes to particle concentrations in air due to suspension from traffic and wind. The dust contains particles directly contributing to PM10 as well as larger particles, which have the potential to be further crushed/ fragmented and contribute to PM10 emissions
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