Brake wear calculation methodology The total emissions from brake wear in [mg] are given by the following

equation: TEBij = Nj Mj fBi (EFB TSP)j SB(V) where

i = TSP, PM10, PM2.5, PM1, PM0.1 depending on the fraction used in the equation each time. N = the number of vehicles. M = the mileage per vehicle for the period considered [km]. fBi = the fraction of TSP that can be classified as TSP, PM10, PM2.5, PM1 or PM0.1. (EFB
TSP)j = the TSP emission rate in [mg/vkm] at a speed of 65 km/h for vehicle category j = PC (passenger car), LDV (light duty vehicle), HDV (heavy duty vehicle) or MC (motorcycle).

SB(V) = the speed correction factor which depends on the mean vehicle
velocity.

Speed correction factor

1,8 1,6 1,4 1,2 1 0,8 0,6 0,4 0,2 0 35 40 45 50 55 60 65 70 75 80 85 90 95 100 mean trip speed [v] (km/h)

Speed correction factor [S(V)]

V < 40km/h: 40km/h V 95km/h: V > 95km/h:

SB(V) = 1,67 SB(V) = -0,027V + 2,75 SB(V) = 0,185

Note that SB(V) = 1, when mean trip speed is 65 km/h.

Emission factors

Note: The complete procedure that was followed in order to conclude to the emission factors proposed here is presented in the Annex. 1. Passenger cars Using the values shown in Table 1 (Annex) and the procedure described there, we have concluded to an (EFB TSP)PC range and an (EFB TSP)PC value. Proposed (EFB TSP)PC range : 4,4 - 10 [mg/vkm] Proposed (EFB TSP)PC value : 7,5 [mg/vkm] 2. Light Duty Vehicles Using the values shown in Table 2 (Annex) and the procedure described there, we have concluded to an (EFB TSP)LDV range and an (EFB TSP)LDV value. Proposed (EFB TSP)LDV range : 8,8 14,5 [mg/vkm] Proposed (EFB TSP)LDV value : 11,7 [mg/vkm] It appears that the TSP emission factor from brake wear for light duty vehicles (11,7 mg/vkm) is approximately 55% greater than the respective emission factor for passenger cars (7,5 mg/vkm). 3. Heavy Duty Vehicles The proposed TSP emission range from brake wear for HDVs is derived from Table 3 (Annex): Proposed (EFBTSP)HDV range: 23,5 42 [mg/vkm] As it is explained in the Annex, the TSP emission factor from brake wear for HDVs is calculated from equation 2:

( EFBTSP ) HDV = 3,13 LCF ( EFBTSP ) PC

where

(eq. 1)

(EFB TSP)PC = the TSP emission factor for passenger cars. LCF = the load correction factor, which can be obtained from the
following diagram. Load factor needs to be estimated on the average trucks load basis. For example, if the truck is completely empty or fully loaded, the load factor should be 0% and 100% respectively.

2
Load Correction Factor

1,79 1,5 1 0,5 0 0 Load Factor % 100 LCF = 0,0079LF + 1 1

In case that there is no available information for the parameter LF, an average (EFB TSP)HDV value for LF=50 (half-loaded truck) is proposed: Proposed (EFB TSP)HDV value for LF=50: 32,7 [mg/vkm] 4. Motorcycles As it is explained in the Annex, the proposed TSP emission factor for motorcycles is: Proposed (EFB TSP)MC value : 3,75 [mg/vkm]

Fractions

For the calculation of mass emission from different particle sizes, the following fractions fBi are suggested: i TSP PM10 PM2.5 PM1 PM0.1 fBi 1,00 0,98 0,39 0,10 0,08

As it is shown in the table above, the fraction of TSP that can be classified as PM10 is 0,98.

 Examples for each category The next chart provides PM10 emission factors as a function of speed for different vehicle categories. Smaller particle sizes are calculated on the basis of this.

Correlation between emission factors and mean trip speed

80 70
EF for PM10 (mg/vkm)

60 50 40 30 20 10 0 30 40 50 60 70 80 90 95 100
mean speed (km/h)

PC LDV HDV, LF=20% HDV, LF=100% Motorcycles

ANNEX: TSP emission rates from brake wear for passenger cars, light duty vehicles, heavy duty vehicles and motorcycles - Methodology verification. In order to estimate a final value of the TSP emission factor for each vehicle category, all values found in the literature were collected (and shown in the tables below), some of them were taken into consideration and others were rejected.
Table 1: Wear rates, PM10 emission factors and TSP emission factors from brake wear for passenger cars found in the literature Source Warner (2002) Garg (2000) Westerlund (2001) Legret (1999a) BUWAL (2001) Rauterberg-Wulff (1998) USEPA (1995), Environmental Australia (2000), Cha (1983) wear rate (mg/vkm) 8,8 14,0 17,0 20,0 PM10 EF (mg/vkm) 4,3 6,9 8,3 9,8 1,8 1,0 TSP (mg/vkm) 4,4 7,0 8,5 10,0 1,8 1,0 8,0

As in the case of tyre wear, the values shown with red color in Table 5, have been estimated or calculated in surveys, while the ones shown with black color are derived using the equations:

EFTSP = 0,5 WearRate

EFPM 10 = 0,98 EFTSP
Regarding the first equation, it is found in the literature that between 30% (Garg et al. 2000) and 70% (Sanders et al. 2002) of the brake pads mass loss becomes airborne PM (TSP). For the calculations, the average value of 50% is used. For the second equation, the percentage 98% is proposed by USEPA (1995) and TNO (1997). The proposed value for each vehicle category is calculated as the average of the values shown in blue color. Also, the min and max values in blue color form the proposed range. The values that are not shown in blue in the column TSP were excluded from the proposed range and the calculation of the proposed value, because they were either out-dated or providing values which were much higher than expected. Therefore, proposed passenger car TSP emission factors and ranges from brake wear respectively are: Proposed (EFB TSP)PC range : 4,4 - 10 [mg/vkm] Proposed (EFB TSP)PC value : 7,5 [mg/vkm]

Similarly, proposed emission rates for light duty vehicles and heavy duty vehicles can be obtained.
Table 2: Wear rates, PM10 emission factors and TSP emission factors from brake wear for light duty vehicles found in the literature wear rate (mg/vkm) 29,0 PM10 EF (mg/vkm) 14,2 3,5 TSP (mg/vkm) 14,5 3,6 8,8

Source Legret (1999a) BUWAL (2001) Garg (2000)

As before, the proposed LDV TSP emission factor and range from brake wear are derived using the values shown in blues in Table 6: Proposed (EFB TSP)LDV range : 8,8 14,5 [mg/vkm] Proposed (EFB TSP)LDV value : 11,7 [mg/vkm]
Table 3: Wear rates, PM10 emission factors and TSP emission factors from brake wear for heavy duty vehicles found in the literature wear rate (mg/vkm) 47,0 84,0 PM10 EF (mg/vkm) 23,0 41,2 4,9 24,5 TSP (mg/vkm) 23,5 42,0 5,0 25,0

Source Legret (1999a) Westerlund (2001) BUWAL (2001) Rauterberg-Wulff (1998)

The proposed TSP emission range from brake wear for heavy duty vehicles is: Proposed (EFB TSP)HDV range: 23,5 42 [mg/vkm] However, when trying to calculate the emissions from the HDVs brakes, the trucks load is a very important variable. Therefore, the load factor needs to be taken under consideration for the calculation of HDV emissions from brake wear. In order to develop an equation that calculates these emissions, it was assumed that the lower limit of the proposed range corresponds to a HDV with no load (LF=0%), while the upper limit corresponds to a HDV with full load (LF=100%). The following equation (eq. 1) is proposed for the calculation of the TSP emission factor for HDVs, as long as the trucks load is known:

( EFBTSP ) HDV = 3,13 LCF ( EFBTSP ) PC

(eq. 1)

The factor 3,13 is calculated using the following methodology: 1. The lowest brake wear rate found in the literature (taking under consideration only the values in blue) for HDVs is: 47 mg/vkm 2. The average TSP emission factor for PCs is 7,5 mg/vkm, which corresponds to an average wear rate of 15 mg/vkm. 3. The factor 3,13 is calculated as 47/15=3,13
Table 4: Wear rates, PM10 emission factors and TSP emission factors from brake wear for motorcycles found in the literature Source BUWAL (2001) wear rate (mg/vkm) PM10 EF (mg/vkm) 0,9 TSP (mg/vkm) 0,9

A different approach needs to be made in order to obtain brake wear emission factors for motorcycles, because the TSP value of 0,9 mg/vkm (Table 4), which is the only one found in the literature, is considered to be very small. Consequently, the proposed TSP emission factor that will be used for motorcycles will be derived using the following equation: (EFB TSP)MC =0,5(EFB TSP)PC (eq. 2)

In eq. 2 the factor 0,5 was chosen because motorcycles have two wheels while passenger cars have four. Proposed (EFB TSP)MC value : 3,75 [mg/vkm] Figure 1 represents the dispersion of the values that appear in the tables shown above.

PC, LDV, HDV and motorbikes TSP EFs 45,0

42,0

PC-Values derived from brake w ear rates f ound in the literature/used to calculate the proposed value PC-Values derived from brake PM10 EF/not used PC-TSP value obtained directly from the literature/not used PC-Proposed value

40,0

35,0
32,8 30,2 LDV-Value derived from barke w ear rate/used LDV-Value derived from brake PM10 EF/not used LDV-TSP value directly obtained/used

30,0

TSP (mg/vkm)

25,0

25,0 LDV-Proposed value 23,5 HDV-Values derived from brake w ear rates/used

20,0
HDV-Value derived f rom brake PM10 EF/not used HDV-Value derived f rom brake PM10 EF/used HDV-Value derived f rom methodology f or LF=50% HDV-Proposed value 8,8 motorbikes-Value derived from brake PM10 EF/not used 3,6 1,8 1,0 5,0 3,7 3,7 motorbikes-Value derived from methodology motorbikes-Proposed value

15,0

14,5

11,7

10,0

10,0 8,5 8,0 7,5 7,0

5,0

4,4

0,9

0,0

PC

LDV

HDV

MC

Figure 1: Dispersion of the TSP EFs from brake wear for PCs, LDVs, HDVs and MCs