• Elastomers and Composites
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• v.56 no.2
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• pp.85-91
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• 2021

In this study, different types and shapes of various particles produced on the asphalt pavement road were analyzed. Road dust at a bus stop was collected and was separated as per their sizes by using a sieve shaker. Tire-road wear particles (TRWPs), asphalt pavement wear particles (APWPs), mineral particles, plant-related particles, glass beads, glass particles, road paint wear particles, plastic particles, and fibers were observed herein. The types and shapes of the particles varied depending on their sizes. TRWPs larger than 500 ㎛ were not observed. TRWPs with a size of 212-500 ㎛ were rarely present, but many TRWPs with a size smaller than 212 ㎛ were observed. APWPs were observed for whole-particle sizes of below 1,000 ㎛. A variety of particles on the road would lead to lower friction between the tires and the road, thereby increasing the braking distance of vehicles. Most of the particles include mineral particles, glass particles, and APWPs with rough surfaces. Therefore, the abrasion of the tire tread would accelerate owing to friction with the tough particles.

• Elastomers and Composites
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• v.56 no.1
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• pp.1-5
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• 2021

Tire and road wear particles (TRWPs) were collected from road dust and thermogravimetric analysis (TGA) was performed to measure the content of tire wear particles (TWPs) in the TRWPs. The TGA thermograms of TRWPs showed two weight loss steps associated with polymer decomposition including weight loss after 480℃ which may be due to road wear particles. Different samples gave different TGA thermograms because the types and contents of the road wear particles attached to the TWPs should be different from each other, and each TWP might have different composition. The TGA results of the model asphalt pavement wear particles, with (volatile organics + polymers + carbon black) : ash = 33.5 : 66.5, was applied to the TRWP results, and the TWP contents of TRWPs were found to be 50-65%. The zinc oxide content in the rubber compound was negligible.

• Elastomers and Composites
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• v.57 no.3
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• pp.92-99
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• 2022

A large amount of particles on the roads is produced by friction between the vehicles and the road surface and by inflow from outside. The type of these particles affects the abrasion behavior of tire tread. In this study, road dust collected at a bus stop was separated by size, and the particles with sizes of 106-212 mm were analyzed. The particles were separated by density using NaI and NaBr aqueous solutions with densities in the range of 1.10-1.80 g/cm³ with the 0.10 g/cm³ interval. In the road dust sample, the following particle types were found: tire-road wear particles (TRWPs), asphalt pavement wear particles (APWPs), plant-related particles (PRPs), road paint wear particles (RPWPs), and plastic particles (PPs). The densities of TRWPs, APWPs, PRPs, and RPWPs were 1.20-1.80, >1.60, >1.10, and >1.40 g/cm³, respectively, while PPs were found in all density ranges. Additionally, many small mineral particles were observed on the particles. Order of the relative content of the particles was PRP > TRWP > APWP ~ RPWP > PP. APWPs that were stuck to TRWP could be removed by chloroform treatment. The shapes of the particles were characterized using their magnified images.

• Journal of the Korean Recycled Construction Resources Institute
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• v.9 no.4
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• pp.561-568
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• 2021

In this study, in order to observe the change in the amount of Tire and Road Wear Particles and the ratio of tire components in it according to the tire wear resistance performance, carried out the evaluation by varying the vulcanization reaction design of the tire tread rubber. In addition, in order to improve the reliability of the evaluation of Tire and Road Wear Particles, the evaluation was performed indoor laboratory test equipment that simulates the condition on real driving to exclude various environmental influences including minerals, driver's habits, road surface, weather, tire structure and pattern designs. After the evaluation in closed space, it is estimated that the amount of collected Tire and Road Wear Particles is 84% compared to 100% of the tire and road wear loss weight, of which 96.4~97.7% was around the road and 2.3~3.6% was in the air. As a result of analy sis of the collected Tire and Road Wear particles, the tire component existed 63~75% in the Tire and Road Wear Particles depending on the wear resistance performance of the tire.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.2
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• pp.131-141
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the RP on asphalt roads according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for $PM_{10}$ concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. As a result, the $PM_{10}$ concentration and particle number of ultra-fine particles were measured to be very high.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.6
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• pp.24-32
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have been increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the roadway particles on asphalt road according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for PM10 concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. The morphology and elements of the roadway particles were also analyzed using SEM-EDX technique.

• Journal of the Korean Recycled Construction Resources Institute
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• v.11 no.3
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• pp.282-288
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• 2023

In this study, we analyzed the amount of roadside fine dust generated from newly constructed specially modified asphalt pavement and general asphalt pavement from existing roads. We collected the 1,000 g (100 g/day) of dust samples from the roadside of the express bus terminal and commercial facility area in Chungcheongnam-do's C site at three-day intervals during the summer of 2022 and 2023. The collected samples were separated from fine dust according to size in the 75-150 ㎛ range and, were separated only from Tire and Road Wear Particles through density separation. No.1-3 are general asphalt pavement section as an existing road. Fine dust and Tire and Road Wear Particles in No.1-3 were 24.27 g, 24.36 g, 0.53 g, and 0.53 g, respectively, and the quantitative results for 2022 and 2023 were similar. On the other hand, No.4-6 are newly constructed specially modified asphalt pavement section. Fine dust decreased by 14.8 % and tire and road wear particles decreased by 29.6 % in 2023 compared to 2022 in No.4-6. In addition, according to the results of thermogravimetric analysis, Tire and road wear particles in No.1-3 are tire and road components at 30 % and 70 %, respectively. And Tire and road wear particles in No.4-6 are tire and road components at 35 % and 65 % in 2023, respectively. From these results, it was confirmed that the newly constructed specially modified asphalt pavement can be effective in reducing roadside fine dust and Tire and Road Wear Particles. However, there may be some shortcomings in conclusive research results due to limited space and sample collection period. In the future, we plan to conduct various case studies.

• Elastomers and Composites
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• v.59 no.3
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• pp.97-107
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• 2024

Indoor parking garages have concrete-paved inclined ramps, contributing to high tire friction and increased slip angles. Therefore, the abrasion behavior of tire treads on an indoor parking garage ramp differs from those on common asphalt-paved roads, leading to variations in the generated TRWPs. The TRWP densities ranged from low (< 1.1 g cm^-3) to high (> 1.8 g cm^-3), and the degree of mineral particles adhering to the surface of tire wire particles increased with density. The densities and aspect ratios of the TRWPs generated in the parking garage varied depending on the ascent and descent ramps and the slip angles of tires. The TRWPs generated in the parking garage were distributed at a lower density than those produced on asphalt-paved roads and had lower aspect ratios. TRWPs generated from tires at large slip angles mostly exhibited densities below 1.1 g cm^-3 on the ascent and descent ramps in the parking garage. Such low-density TRWPs can be easily resuspended by traffic in the air and may remain suspended in aquatic environments for prolonged periods upon entering rivers and seas.

• Journal of the Korean Recycled Construction Resources Institute
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• v.10 no.3
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• pp.293-299
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• 2022

Recently, various stakeholder are interested in microplastic to cause pollution of the marine's ecosystem and effort to conduct study of product's life cycle to reduce pollution of marine's ecosystem. The micorplastic refer to materials of the nano- to micro- sized units and it can be classified into primary and secondary. The primary microplastic mean the manufactured for use in the specific field such as the microbead of the cosmetic or cleanser. also, secondary mean the unintentionally generated during use of the product such as the textile crumb by the doing the laundry. Tire and Road Wear Particles(TRWPs) are also defined as secondary microplastic. Typically, TRWPs are created by friction between the tread compound's rubber of the tire and the surface of the road du ring the driving cars. Most of the generated TRWPs exist on the roadside and some of them were carried to marine by the rainwater. In this study, we perform the quantitative analysis of the TRWPs existed in fine dust at the roadside. So, we collected the dust from the roadside in Chungcheongnam-do's C site with a movement of 1,300 cars per the hour. The collected samples were separated according to size and density. And shape analysis was performed using the Scanning Electron Microscope(SEM). We were possible to discover a lot of TRWPs at the fine dust of the 100 ± 20 ㎛. And we analysis it u sing the Thermo Gravimetric Analysis(TGA) and Gas Chromatography/Mass Spectrometer(GC/MS) for the quantitative components from the tire. As a result, it was confirmed that TRWPs generated from the roadside fine dust were included the 0.21 %, and the tire and road components in the generated TRWPs consisted of the 3:7 ratio.

• Journal of the Korean Recycled Construction Resources Institute
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• v.12 no.2
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• pp.196-205
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• 2024

In this study, sample collection and quantification analysis of Tire and Road Wear Particles (TRWP) from the road surface were conducted to predict the amount of TRWP generated on the road surface moving by environmental compartment depending on rainfall intensity. Samples were collected from TRWP remaining on the road surface two days after the 3 days average rainfall (0-60 mm/day) occurred and the road surface was completely dry. Only TRWP were separated from the collected samples through size and density separation, and the difference in the content of TRWP remaining on the road surface after rainfall was based on the value of 60.2 g o f TRWP o n a day witho ut rain (0 mm/day). By calculating, it was co nfirmed that 0-49.4 g o f TRWP can mo ve to the environmental compartment depending on the intensity of rainfall. In addition, it was confirmed that when the rainfall intensity was 60 mm/day, the amount of TRWP moving to each environmental section was 3.75 times higher compared to 5 mm/day, and using the results of previous research, the total amount of TRWP that can be transported to the environmental compartment by rainfall from the domestic road environment annually is 9,592 tons, and 288 tons of this can be affected by marine microplastics. However, this study has limitations in terms of limited space and predicted results, but it would like to mention the need to improve the domestic road environment and sewage treatment system to reduce TRWP. In the future, we plan to conduct sample collection and concentration analysis studies of TRWP in real environmental compartments to verify the results of this study.