Atmospheric Environment 127 (2016) 46e54

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Atmospheric Environment
journal homepage: www.elsevier.com/locate/atmosenv

Attenuation of road dust emissions caused by industrial vehicle traffic

rardin a, *, Noe
Fabien Ge €l Midoux b
a
D

epartement Ing

enierie des Proc

ed

es, Institut National de Recherche et de S

ecurit

e, Rue du Morvan CS 60027, 54519, Vandoeuvre Cedex, France
b
LRGP, CNRS, UMR 7274, 1 rue Grandville, BP 20451, 54001, Nancy, France

h i g h l i g h t s

Characterization of the fine particle dispersion in the wake of an isolated wheel of vehicle.

Assessment of particle collection systems under laboratory conditions for an isolated wheel.

Technical solution to reduce the road dust dispersion for an industrial vehicle.

a r t i c l e i n f o a b s t r a c t

Article history: A vehicle in movement causes the re-suspension of particulate matter present on roads. Of concern in
Received 24 February 2015 certain urban situations, this source of emission can become considerable in an industrial context or near
Received in revised form industrial sites. The aim of the works performed in the framework of this study is to provide elements of
26 November 2015
response to the problem of road dust emissions caused by vehicle traffic in industrial situations. The
Accepted 1 December 2015
Available online 9 December 2015
technical solution to reduce the road dust dispersion proposed in this study is based on the collection
particle by forced convection. Experiments performed under laboratory conditions using simplified
configurations demonstrated the pertinence of this technique, with interesting collection efficiencies for
Keywords:
Road dust
a reference aerosol. According to the configurations studied, it was possible to capture up to 90% of an
Vehicle aerosol introduced downstream of the point of contact between the wheel and the ground. These ob-
Aerosol dispersion servations were confirmed by tests carried out on an outdoor track with an industrial vehicle, even if the
Fugitive emissions real operating conditions were not strictly similar with those applied at the laboratory.
Re-suspension © 2015 Elsevier Ltd. All rights reserved.
Unpaved road

1. Introduction sufficiently demonstrated (Pope et al., 2002; Pope and Dockery,

In addition to producing ultrafine particles produced by fuel
combustion, a vehicle in movement is by nature a source of par-
ticulate matter (PM) emissions (Dahl et al., 2006; Gillies et al., 2005;
Kumar et al., 2013; Pinnick et al., 1985; Williams et al., 2008).
Caused by the passage of vehicles, the re-suspension of matter
present on roads represents a variable source of diffuse pollution
(USEPA, 2006, Pant and Harrison, 2013; Thorpe and Harrison, 2008;
). Of concern in certain urban situations, this source of emission can
become considerable in an industrial context or close to industrial
sites. The exposure of workers to particles in sectors of activity such
as quarries and construction sites is a major concern for industrial
hygienists (Dewitte et al., 1999; Le Bihan et al., 2004). The impact of
PM on the health of workers and surrounding populations has been
* Corresponding author.

rardin).
E-mail address: fabien.gerardin@inrs.fr (F. Ge
2006; HEI, 2010; Masiol et al., 2012; Rissler et al., 2012).
According to the inventory drawn up in 1998 by the US National
Emissions Trends (USEPA, 1998), these emissions in urban situa-
tions are the cause of about 65% of PM10 in the atmosphere. More
recently, works have differentiated emission sources in urban and
industrial environments in order to quantify them (Abu-Allaban
et al., 2003; Gupta et al., 2007; Amato et al., 2009, 2012;
Lawrence et al., 2013; Pant and Harrison, 2013). In their works,
the authors stated that the contribution to global particulate
pollution, i.e. all PM10 or measured PM2.5, stems from particles
present on the ground aerosolized in considerable proportions by
the passage of vehicles. It should be remembered however that the
nature and quantity of particles emitted in the atmosphere are, in
part, related to the type of road considered. Thus particles emitted
near roads, highways, and more generally, asphalted surfaces stem
in part from abrasion of the road, tire residues and braking systems,
and in part from sands and various mineral materials (Querol et al.,
2004; Dahl et al., 2006; Han et al., 2007; Santoso et al., 2008;

http://dx.doi.org/10.1016/j.atmosenv.2015.12.006
1352-2310/© 2015 Elsevier Ltd. All rights reserved.
 F. G
erardin, N. Midoux / Atmospheric Environment 127 (2016) 46e54
Lawrence et al., 2013). The particles emitted near unpaved road or
industrial thoroughfares are limestone, silica and metallic oxide
mineral particles, etc. whose origin is mainly land-based (Sinha et
Banerjee, 1997).
The re-suspension of particles present on roads is a fugitive
source of emissions primarily dependent on the speed of the
vehicle, the load and the humidity of the road dust (Ge
rardin,
2009). Thus many works have permitted establishing predictive
models of PM10 and PM2.5 emission flows (Cowherd et al., 1974;
Hesketh and Cross, 1983; Etyemezian et al., 2003; Gillies et al.,
2005; USEPA, 2006Both empirical and sometimes approximate,
these models are determined from macroscopic observation of the
phenomenon, that is to say by measuring the concentration in
particles in the medium and far fields of the vehicle. Nonetheless,
Etyemezian et al.(2003) proposed a correlation between the par-
ticulate concentration at the rear of the front wheel of a vehicle and
the level of ambient pollution. The research of a solution to reduce
dust emissions that reconcile environmental, health and technical
constraints fits naturally within a rationale of progress. To date,
recourse to spraying roads is still a preferred solution for increasing
the cohesion of the matter and limiting its propensity to aerosolize.
Whether spraying is done with water or more complex solutions
based on magnesium chloride, polymers and oils, their application
has quickly demonstrated its limits (Amato et al., 2014).
The implementation of this treatment method only partially
satisfies the expectations of decision-makers. It guarantees the
“acceptable” attenuation of emissions for short periods. The effi-
ciency of this type of process depends in particular on conformity
with specific utilization conditions such as rainfall and moderate
traffic on sites, the only solution capable of attenuating the re-
suspension of road dust. Although the massive spreading of road
dust suppressants, in a certain number of situations, can improve
the health impact of particle emissions, it is often done to the
prejudice of the environment. The preservation of water resources
and, more generally ecosystems is a planetary concern, whereas the
application of this technology contributes to the dispersion of more
or less toxic chemical substances in the environment (Sanders et al.,
1997; Nelson and Northey, 2004; Amato et al., 2014).
The works presented in this article are devoted to evaluating a
technical solution of attenuating the dispersion of particles as an
alternative to road spraying. Based on observations resulting from
the experimental works and CFD of Ge
rardin et al. (2014), a dust
collection system combined with an air/particle separator, located
in the wake of the vehicle wheel has been proposed. Given the size
of the particles involved in this problem and their low velocity of
transport in the field studied, inertial impaction has been discarded
in favor of a collection solution by forced convection linked to a
cyclone type separation system.
The first part of the study took place under laboratory conditions
in a wind tunnel for the case of an isolated wheel. This experi-
mental approach consists in reproducing qualitatively the behavior
of the aerosol in the wake of a vehicle wheel whose geometric
proportions and positioning are close to the configuration of an
industrial loader type vehicle. The second part of the study was
devoted to validating the collection system under real conditions
with an industrial vehicle.
The determination of the characteristic transfer function that
describes the particle detachment from the ground caused by the
rotating wheel is beyond the scope of this study and is not inves-
tigated in the present paper. The aim is to assess the system's
collection efficiency for re-suspended particles. It was assumed that
the nature of road dust is not involved in the system capture pro-
cess presented here.
47
2. Materials and methods
2.1. Laboratory set-up
The laboratory experiments took place in an Eiffel type wind
tunnel, equipped with a moving ground (cf. Fig. 1). The tunnel is
composed of a suction inlet followed by a straight duct and the
experimental area. This area is considered as the working space in
which all the tests are performed. The different wheel configura-
tions studied and the metrological instruments are arranged inside.
A centrifugal fan with profiled blades ensures a theoretical velocity
in the tunnel in the x-direction, ux up to 14 m s1. The moving
ground ensures the rotation of the wheel or wheels. Its rolling
speed, which can be varied between 0 and 14 m s1 (±0.05%), is
adjusted independently of that of the air.
The wheels studied were fitted with real tires mounted on steel
rims. The tires used were “slick” tires (Michelin 19-57-15-S9B) and
patterned tires (Michelin Alpin 185-55-R15) with the following
diameters (D) and widths: Dslick ¼ 0.575 m/lslick ¼ 0.195 m/and
Dpat. ¼ 0.590 m/lpat. ¼ 0.192 m. The geometrical ratio, l/D, of the
wheels was about 0.33. The wheel was attached to a support via a
hub mounted on a roller bearing. The entire system was mounted
on a frame independent of the wind tunnel structure. The
obstruction rate, i.e. the ratio of the cross-sectional area of the
wheel and its support to the wind tunnel cross-sectional area was
approximately 14%. The support diameter was 85 mm.
The air velocity in the wind tunnel was equal to the rolling speed
of the moving ground, i.e. ux ¼ 4/7 m s1. The Reynolds number (Re)
was defined with a characteristic length corresponding to the
diameter of the wheel, as follows:
rair ux D
Re ¼ (1)
mair
With rair and mair being the density (kg m3) and dynamic vis-
cosity of the air (Pa s), respectively. Under the experimental con-
ditions, for ux ¼ 4 m s1, Re z 2770 and for ux ¼ 7 m s1, Re z 4850.
2.2. Anemometric measurements
All the velocity measurements were performed using dual hot-
film probes kept at constant temperature. Despite its fragility and
slightly intrusive character, this technique was chosen for its
operating simplicity, accuracy and possible access to fluctuating
velocities (Ge
rardin et al., 2014). The anemometric chain supplied
by Dantec© was equipped with 2D hot-film probes (model 55R51)
and a temperature compensation probe (model 90P10). A hot-film
probe incorporating nickel wires coated with a thin layer of quartz
was used for measuring velocity in slightly dusty air. A motorized
traverse system displaced and positioned the probe in the x, y and z
directions. A micro-motor ensured that the probe support could be
rotated 90 around its axis. The probe could therefore be placed in
its initial position (0 ) to transmit the x- and y-axis velocity com-
ponents of the flow, whilst rotating the probe by 90 ensured the
transmission of the x- and z-axis velocity components. The mean
velocity, standard deviation, turbulence intensity and relevant
Reynolds shear stress components could be measured. However,
the flow angle of incidence with respect to the probe axis remained
between ±45 . The entire probe traverse system was mounted on a
frame independent from the wind tunnel structure.
2.3. Aerosol generation and particle measurement
Particles were aerosolised using a Palas-type particle generator -
BEG 1000S. Supplied with compressed air, this system permits
48 F. G
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Fig. 1. Schematic diagram of the wind tunnel.
generating a mass flow of aerosols varying from several mg s1 to
2.5 g s1 for a particle size ranging from 0.5 to 200 mm. The aerosol
is introduced downstream of the point of contact between the
wheel with the ground (cf. Fig. 2). The particles are introduced on
either side of the wheel (Ge
rardin et al., 2014). The coordinates of
the entry points are shown in Fig. 2.
The powder used for the tests was dolomite DRB 4/15 - BMP.
This is a mineral compound made of calcium and magnesium car-
bonate, with chemical formula CaMg(CO3)2. The density of dolo-
mite isrp ¼ 2800 kg m3 and its dynamic shape factor is estimated
to be c ¼ 1.5 (Anthony et al., 2003)). The granulometric distribution
of the powder used is polydisperse and bimodal, with a mean
diameter of 2.63 mm and a median number diameter of 2.17 mm.
The aerosol was sampled by a thin-walled probe of 4.5-mm
diameter with a constant velocity of 5.2 m s1. The probe was
connected to the displacement device and placed in the direction of
flow. It was moved in the (yz) plane according to a 400-point ma-
trix. A system of motorized axes was used to move the probe in the
measuring space.
Given the dispersion of the air velocities in the wake of the
wheel, particle sampling was only rarely performed in iso-kinetic
conditions. However, the particle concentration measured for par-
ticles with diameters <2.5 mm was not affected by the non-iso-
kinetic conditions (Grinshpun et al., 1993). Pope and Dockery
(2006) demonstrated that PM2.5 is one of the most hazardous air
Fig. 2. Particle introduction points downstream of the wheel.
pollutants due to its tiny size which can be deeply inhaled into
lungs and blood circulation causing chronic respiratory disease,
lung cancer, cardiovascular diseases, and even death.
Analysis was led using a TSI© 3321 Aerodynamic Particle Sizer
optical counter. The counter has 30 channels for a range of di-
ameters between 0.5 and 20 mm. For this study, the particle counter
was equipped with a TSI© 3302A diluter, to allow 100-fold dilution.
The study of particle dispersion in the wake of the wheel was
performed from a particle flow of 8 g min1. The flow of particles
was chosen to generate an aerosol with a significantly higher
concentration than the background. A preliminary experiment
carried out with different particle flows did not modify the air flow
in the wake. Air sampling, to measure particle concentration, was
performed in the vertical plane (yz) located at x ¼ 1.20D according
to the same 400-point matrix uniformly distributed over the plane
(Ge
rardin et al., 2014). The concentration was measured in mg m3
at a frequency of 1 Hz. Measurements were graphically represented
and interpolated using Matlab© software.
2.4. Collection system
The aerosol collection system was composed of a circular dust
collector with a diameter Dasp ¼ 0.09D (dust collector no. 1) and
0.14D (dust collector no. 2) i.e. 50 and 80 mm respectively. The
choice of capture systems, their positioning and aspiration veloc-
ities were determined from the works of Ge
rardin et al. (2014). It
observed that the aerosol was mainly located in the lower part of
the measurement plane near the ground and globally centered at
z ¼ 0. The position of the probe in the x-direction was chosen not
only so it could be placed in a region of the flow where the velocity
component (ux) was lowest, but also so it could be placed as close as
possible to the source. The aspiration velocities at the level of the
dust collector were determined so that the flow could be modified
locally and to ensure aerosol collection.
The dust collector could be positioned in the whole wake of the
wheel (cf. Fig. 3) and the aspiration flow adjusted to values between
50 and 160 m3 h1. The filtration of the air collected and loaded in
particles was ensured by a Stairmand cyclone with a diameter of
0.1 m.
The range of aspiration flows chosen for the tests was deter-
mined to ensure the air velocities at the probes close to those
measured in the wake of the wheel or higher. The aspiration flow
rates were Qasp ¼ 90 and 160 m3 h1, i.e. the air velocities at the
inlet of dust collector no.1 of 12.7 and 22.6 m s1 respectively, and 5
and 8.8 m s1 for dust collector no. 2.
Dust collector no. 1 was positioned at x ¼ 0.36D, y ¼ 0.09D and
 F. G
erardin, N. Midoux / Atmospheric Environment 127 (2016) 46e54
Fig. 3. Principle of the dust collector and the filtration system.
z ¼ 0D whereas dust collector no. 2 was positioned at x ¼ 0.40D,
y ¼ 0.14D and z ¼ 0D. The positions of the dust collector proposed in
the study correspond to an optimal position determined on the
basis of preliminary tests.
The system's collection efficiency was determined by comparing
the mass flows of particles crossing the plane (yz) perpendicular to
the flow at x ¼ 1.20D, established with and without the collection
system. The flow of particles Fp (mg s1) crossing the measurement
plane was calculated for the particles with an aerodynamic diam-
eter smaller than 2.5 mm (PM2.5) as follows:
X400
∅p ¼ c u DS
i¼1 i i
with

ci: concentration in mg m3 at measurement point i;

ui: air velocity (m s1) at measurement point i;

DS: surface element crossed by the aerosol flow, equivalent to a
grid of center i having dimensions 0.03 m  0.03 m.
The collection efficiency Ein (%) of the dust collectors is defined
as follows:
4p0  4p
Ein ¼  100
4p0
with Fp0 and Fp being the mas flows of PM2.5 (mg s1) crossing the
measurement plane (yz) with and without dust collector,
respectively.
2.5. Outdoor experiments
The outdoor tests were performed on a straight asphalted track
100 m long. The test track located at the laboratory site was closed
to traffic during the experiments. The tests consisted in running the
vehicle on the track on which had been deposited the dolomite DRB
4/15-BMP (cf. Fig. 4). The dust was deposited in the form of a strip
0.35 m wide and 70 m long with a silt loading of 480 ± 50 g m2.
The humidity rate of the dolomite dust deposited was lower than
0.1%. The tests were performed in sunny weather at a wind speed
lower than 15 km h1.
The vehicle used for the tests was a Renault Dionis 110 tractor
1920 kg travelling at a speed varying from 5 to 25 km h1, i.e. from
1.4 to 7 m s1. The geometric ratio of the vehicle's front wheels
wasl/D ¼ 0.25/0.75 ¼ 0.33.
The right front wheel of the vehicle was equipped with a dust
sampling device composed of 3 thin-walled probes 2 mm in
49
Fig. 4. Test track and the vehicle.
diameter. It should be mentioned that this sampling system was
based on the principle proposed by Etyemezian et al. (2003). The
system was positioned in the wake of the wheel at a distance of
x ¼ 1.20D in relation to the wheel axis, at a height of y ¼ 0.15D from
(2) the ground and positioned according to z, at 0.65D, 0D and 0.65D,
respectively. The aspiration flow rate of each probe was 0.4 L min1.
The flows sampled by the three probes were combined and sup-
plied a portable optical particle sizer (Lighthouse©, Handheld 3016-
IAQ model) equipped with a Grimm - 1159 diluter allowing a
dilation ratio of 100.
The onboard collection system was very similar to that imple-
mented for the laboratory tests. However, a single dust collector
aspiration diameter of 0.14D was tested. Aspiration was ensured by
a fan (Wattohm© e F1500 e 1.1 kW) with a flow rate ranging from
50 to 500 m3 h1. Furthermore, for these tests, no gas/particle
separation system was used; the aerosol captured was therefore
(3) discharged in the wake of the vehicle.
The outdoor tests consisted in running the vehicle on the strip of
dolomite dust as a function of the following parameters:

Vehicle velocity: ux ¼ 4/7 m s1 i.e. Re z 3600 and 6300,
respectively;

Dust collector diameter ¼ 0.09D (dust collector no. 1);

Dust collector position: x ¼ 0.36D, y ¼ 0.1D and z ¼ 0D;

Aspiration flow rate: 230/410 m3 h1 i.e. air velocities at the inlet
of dust collector no. 1, 12.7 and 22.6 m s1 respectively.
The monitoring of the particle concentration at the three mea-
surement points described previously, performed with and without
the collection system allows to assess the efficiency of the different
collection systems.
The collection efficiency Eout (%) is determined as follows:
Cp0  Cp
Eout ¼  100 (4)
Cp0
With Cp0 and Cp being the mean mass concentrations of PM2.5
(mg m3) measured in the wake of the front wheel of the vehicle
50 F. G
erardin, N. Midoux / Atmospheric Environment 127 (2016) 46e54

with and without the dust collector, respectively. they are very comparable to those obtained with u∞ ¼ 7 m s1 and
Qp ¼ 8 g min1.
At x ¼ 1.20D, the outflow was particularly asymmetrical. The
3. Results and discussion
velocity field revealed a low velocity region mainly located in the
wake of the support and in the central part of the wheel profile,
3.1. Laboratory experiments
although not extending all the way to the ground. The lateral vortex
observed at x ¼ 0.25D developed significantly at x ¼ 1.20D, where it
The results presented in this part of the article correspond to the
occupied 2/3 of the lower half of the plane. At this distance from the
PM2.5 concentration fields measured in the vertical plane (yz)
wheel, the outflow represented as streamlines indicates the pres-
located at x ¼ 1.20D with an incident air velocity u∞ of 4 and 7 m s1
ence of two zones of turbulence on either side of the support. These
and particle flow rate Qp of 4 and 8 g min1 respectively. Only the
vortices have opposing rotational directions, and are superimposed
case of the patterned wheel is presented. The results presented
on zones of low longitudinal velocities.
Fig. 5 and 6 were detailed in a previous paper proposed by Ge
rardin
While a lobe-shaped velocity profile was observed to the left of
et al. (2014) and constitute the reference data to assess the particle
the wheel, the longitudinal velocity in the wake of the wheel at
capture efficiency of the dust collector.
ground level was considerably higher than with the slick wheel.
Fig. 5 shows the velocity field, the streamlines of the flow, the
This rear jet phenomenon was due to the structure of the tire. The
reference concentration field of PM2.5, and the granulometric
rotation of the patterned tire thus favored air outflow between the
fraction and the granulometric distribution of the aerosol observed
zones upstream and downstream of the point of contact between
in the wake of the patterned wheel without the dust collector and
the ground and the wheel. In this case, the rearward jet flowed
for u∞ ¼ 7 m s1 and Qp ¼ 8 g min1.
horizontally, with the result that the aspiration of part of the flux
Fig. 6 indicates the reference concentration field of the PM2.5
towards the wheel decreased or even disappeared completely. This
and the granulometric distribution of the aerosol observed in the
observation should be linked to the process of “wheel jetting”
wake of the patterned wheel without the dust collector and for
described by Fackrell and Harvey (1974). The intensity of wheel
u∞ ¼ 4 m s1 and Qp ¼ 4 g min1. The velocity field and the
rardin et al.,
jetting depends, in particular, on the type of tire (Ge
streamlines for these two cases are not shown here as, qualitatively,

Fig. 5. Flow characteristics for ux ¼ 7 m s1 et Qp¼ 8 g min1 x ¼ 1.20D e Patterned wheel without dust collector.
 F. G
erardin, N. Midoux / Atmospheric Environment 127 (2016) 46e54
Fig. 6. Aerosol granulometry and concentration field for ux ¼ 4 m s1 and Qp ¼ 4 g min1 - x ¼ 1.20D e Patterned wheel without dust collector.
2014). In the case of the patterned wheel, the nature of the patterns
and grooves present on the tire surface favored air circulation un-
der the wheel and considerably increased the rearward jet.
The granulomatric distribution of the aerosol was polydisperse
and centered on about 0.8 mm for bothu∞ ¼ 4 and 7 m s1. The
particles were concentrated in the profile of the wheel at ground
level. Given the corresponding velocity field, it appeared that the
particles were transported by a more pronounced rearward jet than

rardin et al., 2014). The presence of
in the case of the slick wheel (Ge
patterns and grooves at the tire surface favored air circulation un-
der the tire. The overpressure upstream of the point of contact
between the wheel and the ground was thus reduced, “wheel
jetting” was decreased, and the number of particles carried laterally
was significantly limited.
The results presented in Figs. 7 and 8 correspond to the tests
performed in the laboratory for u∞ ¼ 4 and 7 m s1 and with the
particle aspiration system whose flow rate was 90 and 160 m3 h1.
It is noteworthy that these aspiration flow rates correspond to
aspiration velocities significantly higher than those of the flow.
Thus the velocities at the entry of the aspiration inlets were, ac-
cording to case, 2 to 3 times higher than those of the flow located at
x z 0.36D, y ¼ 0.1D and z ¼ 0D.
Aerosol collection efficiency varied as a function of the config-
urations studied but remained satisfactory for most cases. The re-
sults showed the link between the efficiency of particle capture and
the aspiration flow rate. Indeed, it appeared that the configurations
implementing an aspiration flow rate Qasp ¼ 160 m3 h1 associated
with aspiration inlet no. 1, presented the highest efficiencies, close
to 90% for both u∞ ¼ 4 and 7 m s1. On the contrary, in the case of
inlet no. 2 supplied with a flow rate Qasp ¼ 90 m3 h1, the efficiency
was in the region of 50%. Although the aspiration flow rate of the
dust collectors, the dimensions and, in particular, the area of these
devices appear to be important parameters, it above all seemed
necessary to ensure an aspiration flow rate significantly higher than
the flow rate localized in the near field of the wheel to ensure the
satisfactory capture of the aerosol. In other words, it appeared
preferable, especially for reasons of size, to privilege a compact
collection system compatible with the activities of industrial ve-
hicles but operating at relatively high speeds.
The impact of the dust collector's position on collection effi-
ciency was not evaluated in this study. Additional works intended
to optimize the position and technological operation of the
collection system are necessary. However, the works presented in
51
this paper demonstrate the pertinence in terms of efficiency of the
principle of aspiration localized in the near field of a wheel.
Furthermore, it is important to note that the cyclone intended to
filter the aerosol collected presented separation efficiencies higher
than 95% (mass). Nonetheless, the pressure drop induced by this
type of device, higher than 2000 Pa for Qasp ¼ 160 m3 h1, could be a
brake on its implementation in an industrial situation. However,
unfortunately, it was unable to evaluate specifically the efficiency
cyclone separation of the PM2.5 fraction for metrics reasons.
3.2. Outdoor experiments
The results of the tests performed under external conditions
with the industrial vehicle are synthesized in Table 1. The optical
sizer used for these tests permitted measurement acquisition at a
frequency of 1Hz. Therefore the duration of acquisition of the tests
carried out with the vehicle moving at a speed of 4 m s1 was about
18 s versus 10 s when the speed was 7 m s1. The collection effi-
ciencies were determined for the PM2.5 granulometric fraction. The
tests were performed under summer conditions with low wind
(<15 km h1).
The results provided collection efficiency values ranging from
about 45% to 70%. These values correspond to the means obtained
with two tests. These results highlight the collection efficiencies for
all the configurations studied, lower than those obtained in the
wind tunnel. This observation can be explained by the fact that the
configurations studied in the laboratory do not strictly correspond
to those performed with the vehicle, notably in terms of tire
structure and the experimental environment. Indeed, although the
vehicle chosen for the tests was equipped with a front wheel that
could be considered as an “isolated” wheel and thus close to lab-
oratory conditions, the patterns on the surface were very different.
Ge
rardin et al. (2014) showed that the structures on the track
surface had a strong impact on airflow in the wake of a wheel and
therefore on particle transport. Consequently, it is possible that the
variance observed between the collection efficiencies determined
in the laboratory and those measured on site are due to non-
optimized positioning of the dust collector. Moreover, the on-
board technique proposed to evaluate collection efficiency was
probably less precise than that employed on the test bench,
perhaps leading to the differences observed. However, the tests
performed under real conditions show that it is possible to sub-
stantially trap the aerosol generated by a moving vehicle provided
52 F. G
erardin, N. Midoux / Atmospheric Environment 127 (2016) 46e54
Fig. 7. Planes of measurement of particle dispersion at x ¼ 1.20D Patterned wheel e u∞ ¼ 7 m s1 e Qp ¼ 8 g min1
that the aspiration velocity implemented is 2e3 times greater than
that of the flow located in the area of wake with a high concen-
tration of particles. Although the results demonstrated the perti-
nence of using this collection technique as an efficient means of
controlling the dust emissions caused by the movement of a vehicle
in an external situation, its implementation in reality can only be
considered through the design of a system technologically adapted
to the constraints of industrial application.
4. Conclusion
The aim of the works conducted in the framework of this study
was to provide elements of response to the problem of dust emis-
sions generated by the movement of vehicles in an industrial
context. The technical solution to reduce the road dust re-
suspension proposed in this study is based on the capture parti-
cle by forced convection. Aspiration systems were preferred to the
detriment of solutions based on the principle of collection by
inertial impaction. The tests performed under laboratory conditions
using simplified configurations demonstrated the pertinence of this
technique, with satisfactory collection efficiencies for a reference
aerosol. According to the configurations studied, it appeared
possible to capture up to 90% of an aerosol introduced downstream
of the point of contact between a wheel and the ground. To a certain
extent, these observations were confirmed by the experiments
carried out with an industrial vehicle under outdoor conditions.
Nonetheless, the collection systems proposed in this study were
experimental devices that are not necessarily adapted to the con-
straints related to using vehicles in industrial situations. The
collection systems that will be used to equip vehicles moving, for
example, in quarries or on construction sites, must be designed in
order to avoid interfering with their operation and ensure good
robustness. To this end, it would be useful in the future to take an
approach devoted to the research and development of this type of
system that incorporates as well as possible the operating con-
straints of the device and those dictated by industrial application.
 F. G
erardin, N. Midoux / Atmospheric Environment 127 (2016) 46e54 53

Fig. 8. Planes of measurement of particle dispersion at x ¼ 1.20D Patterned wheele u∞ ¼ 4 m s1 e Qp ¼ 4g min1.

Table 1
Collection efficiency for the different experimental configurations.

Configuration Vehicle speed (m s1) Aspiration flow rate (m3 h1) Collection efficiency (%)

1 4 230 45
2 410 70
3 7 230 44
4 410 60

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