Chemical mapping of tire and road wear particles for single particle analysis

Potential deterioration of chemical water quality due to trace metal adsorption onto tire and road wear particles - Environmentally representative experiments

Tire wear particles are an increasing issue in particle emissions to the environment. Germany-wide approximately 100,000 t tire wear particles are emitted every year into the environment which are estimated to be one third of the microplastic emissions. Up to 20% are estimated to reach inland surface waters. Their behavior in the aquatic environment is understudied. Tire wear particles have an overly hydrophobic surface that is capable of adsorbing substances like trace elements. In this study we investigated the adsorption and desorption of trace metals onto and from the particle surface of tire-related samples in water samples of the Freiberger Mulde, a river with naturally elevated concentration of trace elements. The priority trace metals Cr, Ni, Zn, Cd and Pb show a significant adsorption onto the particle surface of tire-related samples. Tire wear particles themselves revealed adsorption of mainly Ni, Cd and Pb. Regarding the German classification for suspended matter in freshwaters, an endangering of the chemical water quality is expected due to the adsorption process and not due to the particles themselves. Upcoming electromobility is expected to increase the Zn (increased tire abrasion) and decrease the Cu amount (reduced brake abrasion) released to freshwaters.

Characteristics of tire-road wear particles (TRWPs) and road pavement wear particles (RPWPs) generated through a novel tire abrasion simulator based on real road pavement conditions

Microparticles such as tire-road wear particles (TRWPs) and road pavement wear particles (RPWPs) are generated by the friction between tire tread and road surface. TRWPs and RPWPs on roads are dispersed through traffic and transferred to rivers and seas via runoff to accumulate in sediments. However, research on the generation of both TRWP and RPWP has rarely been conducted. In this study, the generation of both TRWP and RPWP was investigated using a novel tire abrasion simulator equipped with paved road and bus tire, and their contributions to the generation of microparticles were examined. Two types of model paved roads, asphalt and concrete pavements (AP and CP, respectively), were applied. TRWPs generated from the simulator exhibited morphologies very similar to those on real roads. The abrasion rate for the CP was 2.8 times higher than that for the AP. The wear particle size distributions peaked at the size ranges of 63-106 μm and 212-500 μm for the AP and CP, respectively. Totals of 84 wt% and 89 wt% of the wear particles were distributed in size ranges of 38-212 μm for the AP and 106-1000 μm for the CP. The tire wear particle (TWP) contents in the total wear particles of 38-500 μm were 21.7 wt% and 30.0 wt% for the AP and CP, respectively, and decreased as the particle size decreased. The weight of RPWP was higher than that of TWP in TRWP. Contributions from road pavement to the generation of wear particles of 38-500 μm were 3.6 and 2.3 times higher than those from tire tread for the AP and CP, respectively, and the contribution increased as the wear particle size decreased.

A review of tire wear particles: Occurrence, adverse effects, and control strategies

Tire wear particles (TWPs), common mixed particulate emerging contaminants in the environment, have global per capita emissions accounting for 0.23-1.9 kg/year, attracting global attention recently due to their wide detection, small size, mobility, and high toxicity. This review focuses on the occurrence characteristics of TWPs in multiple environmental media, adverse effects on organisms, potential toxicity mechanisms, and environmental risk prevention and control strategies of TWPs. The environmental fate of TWPs throughout the entire process is systematically investigated by the bibliometric analysis function of CiteSpace. This review supplements the gap in the joint toxicity and related toxicity mechanisms of TWPs with other environmental pollutants. Based on the risks review of TWPs and their additives, adverse impacts have been found in organisms from aquatic environments, soil, and humans, such as the growth inhibition effect on Chironomus dilutes. A multi-faceted and rationalized prevention and control treatment of "source-process-end" for the whole process can be achieved by regulating the use of studded tires, improving the tire additive formula, growing plants roadside, encouraging micro-degradation, and other methods, which are first reviewed. By addressing the current knowledge gaps and exploring prospects, this study contributes to developing strategies for reducing risks and assessing the fate of TWPs in multiple environmental media.

Trophic transfer, bioaccumulation and translocation of microplastics in an international listed wetland on the Montreux record

Microplastics (MPs) are concerning emerging pollutants. Here, MPs in four edible aquatic species of different trophic levels (between ∼2 and 4), including fish species Esox lucius (Esocidae: Esocinae); Cyprinus carpio (Cyprinidae: Cyprininae); and Luciobarbus caspius (Cyprinidae: Barbinae); and the swan mussel Anodonta cygnea (Unionidae), were assessed in the Anzali freshwater ecosystem. It is a listed wetland in the Montreux record. MPs were extracted from gastrointestinal tracts (GI), gills, muscles, and skin. All the studied fish and mussels (n = 33) had MPs. MP fibres, fragments and sheets were detected in every GI examined, however, fibres were the only type of MPs in skins, muscles and gills and were the most abundant MP. The MPs found in the fish and mussels were mainly made of nylon (35% of the total MPs), polypropylene-low density polyethylene (30%), and polycarbonate (25%). The average numbers of MPs found in every fish specimen, expressed per wet body mass, had a moderate negative correlation with the condition factor (K) (MP/g - K: Pearson correlation r = -0.413, p = 0.049), and there was no significant relation with the growth factor (b) (r = -0.376; p = 0.068). Importantly, Luciobarbus caspius (with trophic level 2.7-2.8) bioaccumulated MPs and presented a strong correlation between their MP contamination and age (r = 0.916 p < 0.05). Greater gill mass (or related factors) played an important role in the accumulation of MPs, and there was a strong correlation between these factors for Esox lucius and Cyprinus carpio (r = 0.876; r = 0.846; p < 0.05 respectively). The highest MP/g gills (1.91 ± 2.65) were in the filter feeder Anodonta cygnea inhabiting the benthic zone. Esox lucius (piscivorous, trophic level 4.1) was the most contaminated species overall (a total of 83 MPs in 8 individuals, with 0.92 MP/g fish), and their gills where MPs mainly accumulated. Cyprinus carpio was the most contaminated specimen (MPs in specimens), while the number of MPs per mass unit increased with the trophic level. Their feeding and ecological behavior in the aquatic habitat affected the level of accumulation. This work includes evidence of translocation of MPs within the aquatic organisms.

Assessment of fine and coarse tyre wear particles along a highway stormwater system and in receiving waters: Occurrence and transport

Tyre wear has been identified as a major road-related pollutant source, with road runoff transporting tyre wear particles (TWP) to adjacent soil, watercourses, or further through stormwater systems. The aim of this study was to investigate the occurrence and transport of TWP along a stormwater system. Water and sediment have been sampled at selected points (road runoff, gully pots, wells, outlet to a ditch, and stream) through a stormwater system situated along a highway in Sweden during November and December 2022, and March 2023. As there is limited data on the size distribution of TWP in different environmental media, especially in the size fraction <20 μm, the samples were fractioned into a fine (1.6-20 μm) and a coarse (1.6-500 μm) size fraction. The samples were analysed using a combination of marker compounds (benzene, α-methylstyrene, ethylstyrene, and butadiene trimer) for styrene-butadiene rubbers with PYR-GC/MS from which TWP concentration was calculated. Suspended solids were analysed in the water samples, and organic content was analysed in the sediment samples. TWP was found at nearly all locations, with concentrations up to 17 mg/L in the water samples and up to 40 mg/g in the sediment samples. In the sediment samples, TWP in the size fraction 1.6-20 μm represented a significant proportion (20-60%). Correlations were found between TWP concentration and suspended solids in the water samples (r = 0.87) and organic content in the sediment samples (r = 0.72). The results presented in this study demonstrate that TWP can be transported to the surrounding environment through road runoff, with limited retention in the studied stormwater system.

Potential mechanisms of aortic medial degeneration promoted by co-exposure to microplastics and lead

Microplastics (MPs) have attracted widespread attention because they can lead to combined toxicity by adsorbing heavy metals from the environment. Exposure to lead (Pb), a frequently adsorbed heavy metal by MPs, is common. In the current study, the coexistence of MPs and Pb was assessed in human samples. Then, mice were used as models to examine how co-exposure to MPs and Pb promotes aortic medial degeneration. The results showed that MPs and Pb co-exposure were detected in patients with aortic disease. In mice, MPs and Pb co-exposure promoted the damage of elastic fibers, loss of vascular smooth muscle cells (VSMCs), and release of inflammatory factors. In vitro cell models revealed that co-exposure to MPs and Pb induced excessive reactive oxygen species generation, impaired mitochondrial function, and triggered PANoptosome assembly in VSMCs. These events led to PANoptosis and inflammation through the cAMP/PKA-ROS signaling pathway. However, the use of the PKA activator 8-Br-cAMP or mitochondrial ROS scavenger Mito-TEMPO improved, mitochondrial function in VSMCs, reduced cell death, and inhibited inflammatory factor release. Taken together, the present study provided novel insights into the combined toxicity of MPs and Pb co-exposure on the aorta.

Abrasion Behaviors of Silica-Reinforced Solution Styrene-Butadiene Rubber Compounds Using Different Abrasion Testers

Solution styrene-butadiene rubber (SSBR) is widely used to improve the properties of tire tread compounds. Tire wear particles (TWPs), which are generated on real roads as vehicles traverse, represent one of significant sources of microplastics. In this study, four SSBR compounds were prepared using two SSBRs with high styrene (STY samples) and 1,2-unit (VIN samples) contents, along with dicyclopentadiene resin. The abrasion behaviors were investigated using four different abrasion testers: cut and chip (CC), Lambourn, DIN, and laboratory abrasion tester (LAT100). The abrasion rates observed in the Lambourn and LAT100 abrasion tests were consistent with each other, but the results of CC and DIN abrasion tests differed from them. The addition of the resin improved the abrasion rate and resulted in the generation of large wear particles. The abrasion rates of STY samples in the Lambourn and LAT100 abrasion tests were lower than those of VIN samples, whereas the values in the CC and DIN abrasion tests were higher than those of VIN samples. The wear particles were predominantly larger than 1000 μm, except for the VIN sample in the DIN abrasion test. However, TWPs > 1000 μm are rarely produced on real roads. The size distributions of wear particles > 1000 μm were 74.0-99.5%, 65.9-93.4%, 7.2-95.1%, and 37.5-83.0% in the CC, Lambourn, DIN, and LAT100 abrasion tests, respectively. The size distributions of wear particles in the Lambourn and LAT100 abrasion tests were broader than those in the other tests, whereas the distributions in the CC abrasion test were narrower. The abrasion patterns and the morphologies and size distributions of wear particles generated by the four abrasion tests varied significantly, attributable to differences in the bound rubber contents, crosslink densities, and tensile properties.

Rapid Mass Conversion for Environmental Microplastics of Diverse Shapes

Rivers have been recognized as the primary conveyors of microplastics to the oceans, and seaward transport flux of riverine microplastics is an issue of global attention. However, there is a significant discrepancy in how microplastic concentration is expressed in field occurrence investigations (number concentration) and in mass flux (mass concentration). Of urgent need is to establish efficient conversion models to correlate these two important paradigms. Here, we first established an abundant environmental microplastic dataset and then employed a deep neural residual network (ResNet50) to successfully separate microplastics into fiber, fragment, and pellet shapes with 92.67% accuracy. We also used the circularity (C) parameter to represent the surface shape alteration of pellet-shaped microplastics, which always have a more uneven surface than other shapes. Furthermore, we added thickness information to two-dimensional images, which has been ignored by most prior research because labor-intensive processes were required. Eventually, a set of accurate models for microplastic mass conversion was developed, with absolute estimation errors of 7.1, 3.1, 0.2, and 0.9% for pellet (0.50 ≤ C < 0.75), pellet (0.75 ≤ C ≤ 1.00), fiber, and fragment microplastics, respectively; environmental samples have validated that this set is significantly faster (saves ∼2 h/100 MPs) and less biased (7-fold lower estimation errors) compared to previous empirical models.

The chemical composition and sources of road dust, and of tire and road wear particles-A review

To gain better understanding of how the transition to electric vehicles affects road dust (RD) composition, and potential health and environmental risks, it is crucial to analyze the chemical composition of RD and identify its sources. Sources of RD include wear of tire tread (TT), brake wear (BW) and road wear (RW). A relevant component of RD are tire and road wear particles (TRWPs). This literature review compiles data on the chemical bulk composition of RD sources, RD in Asia, Europe and North America and TRWP as a RD component. The focus is on elements such as Cd, Co, Cr, Cu, Ni, Pb, V, and Zn. Although the comparability of global RD data is limited due to differences in sampling and analytical methods, no significant differences in the composition from Asia, Europe, and North America were found for most of the investigated elements studied, except for Cd, Co, and V. Sources of RD were analyzed using elemental markers. On average TT, BW, and RW contributed 3 %, 1 %, and 96 %, respectively. The highest concentrations of TT (9 %) and BW (2 %) were observed in the particle size fraction of RD ≤ 10 μm. It is recommended that these results be verified using additional marker compounds. The chemical composition of TRWPs from different sources revealed that (i) TRWPs isolated from a tunnel dust sample are composed of 31 % TT, 6 % BW, and 62 % RW, and (ii) test material from tire test stands show a similar TT content but different chemical bulk composition likely because e.g., of missing BW. Therefore, TRWPs from test stands need to be chemically characterized prior to their use in hazard testing to validate their representativeness.

Types and concentrations of tire wear particles (TWPs) in road dust generated in slow lanes

Drivers commonly navigate their vehicles at moderate speeds in proximity to traffic lights. In this study, road dust samples were collected in the vicinity of traffic lights, as well as at a taxi stand (TS) situated between traffic lights, with considerations given to both forward direction (FD) and backward direction (BD). The characterization of tire wear particles (TWPs) in the road dust was meticulously conducted based on particle size. Notably, tire-road wear particles (TRWPs) were conspicuously absent in samples surpassing 500 μm. Furthermore, TRWPs comprised less than 1% of identified particles in the road dust samples of 212-500 μm, with their origin traceable to heavy vehicles rather than passenger cars. The abundance of TRWPs from heavy vehicles exhibited marked variations, with heightened prevalence in the TS and BD samples as opposed to the FD sample. For the samples smaller than 212 μm, the composition of natural rubber (NR) in TWPs demonstrated a diminishing trend with escalating particle size. Conversely, the composition of styrene-butadiene rubber (SBR) exhibited an upward trajectory independent of the sampling site. The NR composition ratio in TWPs followed the order: TS (17-55%) > FD (17-47%) > BD (13-36%), while the SBR composition ratio exhibited the sequence: BD (62-86%) > FD (48-79%) > TS (24-70%). The TWP concentrations in road dust obtained from the TS (0.35-0.82%) were discernibly lower than those in the FD (0.54-1.77%) and BD (0.61-1.29%) samples. Specifically, the average TWP concentrations in road dust samples, falling within the size range of 20-212 μm, were 0.45%, 1.06%, and 0.91% for the TS, FD, and BD samples, respectively. These concentrations were lower than the corresponding values observed in samples collected from a bus stop.

Features of the highway road network that generate or retain tyre wear particles

The environmental accumulation of microplastics poses a formidable global challenge, with tyre wear particles (TWPs) emerging as major and potentially harmful contributors to this particulate pollution. A critical pathway for TWPs to aquatic environments is via road drainage. While drainage assets are employed worldwide, their effectiveness in retaining microplastics of highly variable densities (TWP ~ 1-2.5 g cm3) remains unknown. This study examines their ability to impede the transfer of TWPs from the UK Strategic Road Network (SRN) to aquatic ecosystems. Samples were collected from the influent, effluent and sediments of three retention ponds and three wetlands. The rate of TWP generation is known to vary in response to vehicle speed and direction. To ascertain the significance of this variability, we further compared the mass of TWPs in drainage from curved and straight sections of the SRN across eight drainage outfalls. Pyrolysis gas chromatography-mass spectrometry (Py-GC-MS) was used to quantify tyre wear using benzothiazole as a molecular marker for TWPs (with an internal standard benzothiazole-D4). Tyre wear was present in drainage from the SRN at concentrations of 2.86 ± 6 mg/L and was found within every sample analysed. Drainage from curved sections of the SRN contained on average a 40% greater TWP mass than straight sections but this was not significant. The presence of wetlands and retention ponds generally led to a reduction in TWP mass (74.9% ± 8.2). This effect was significant for retention ponds but not for wetlands; most probably due to variability among sites and sampling occasions. Similar drainage assets are used on a global scale; hence our results are of broad relevance to the management of TWP pollution.

Evaluation of tire tread particle toxicity to fish using rainbow trout cell lines

Tire and road wear particles (TRWP) resulting from tire abrasion while driving raise concerns due to their potential contribution to aquatic toxicity. Our study aimed to assess cryogenically milled tire tread (CMTT) particle toxicity, used as a proxy for TRWP, and associated chemicals to fish using two Rainbow Trout (Oncorhynchus mykiss) cell lines representing the gill (RTgill-W1) and the intestinal (RTgutGC) epithelium. CMTT toxicity was evaluated through several exposure pathways, including direct contact, leaching, and digestion, while also assessing the impact of particle aging. Following OECD TG249, cell viability was assessed after 24 h acute exposure using a multiple-endpoint assay indicative of cell metabolic activity, membrane integrity and lysosome integrity. In vitro EC50 values for the fish cell lines exceeded river TRWP concentrations (2.02 g/L and 4.65 g/L for RTgill-W1 and RTgutGC cell lines, respectively), and were similar to in vivo LC50 values estimated at 6 g/L. Although toxicity was mainly driven by the leaching of tire-associated chemicals, the presence of the particles contributed to the overall toxicity by inducing a continuous leaching, highlighting the importance of considering combined exposure scenarios. Aging and digestion conditions were also found to mediate CMTT toxicity. Thermooxidation resulted in a decreased chemical leaching and toxicity, while in vitro digestion under mimicked gastrointestinal conditions increased leaching and toxicity. Specific chemicals, especially Zn, 2-mercaptobenzothiazole, 1,3-diphenylguanidine, and N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6PPD) were identified as contributors to the overall toxicity. Although 6PPD-quinone was detected in CMTT digestate, cytotoxicity assays with RTgill-W1 and RTgutGC cell lines showed no toxicity up to 6 mg/L, supporting the notion of a specific mode of action of this chemical. This study provides insights into the toxicological mechanisms induced by tire particles and their associated chemicals and can help in the evaluation of potential risks to aquatic life associated with TRWP.

Risk implications induced by behaviors of artificial and pavement-generated TWPs in river water: Role of particle-self properties and incubation aging

Here, we investigated the pristine properties of three typical tire wear particles (TWPs) and their aging properties after incubation in runoff (primary aging) and sewage (further aging), and captured the differences in the behavioral characteristics of nine TWPs in river water, with a view to paving the way for revealing the intrinsic mechanism of the hydroecological effects of TWPs. Our results highlight that the generation modes of three pristine tire wear particles (TWPs), stemming from typical tire and road wear processes-specifically, rolling friction (R-TWPs) and sliding friction (S-TWPs), alongside cryogenically milled tire treads (C-TWPs)-significantly impact their pristine physicochemical properties. This impact encompasses surface structure, particle size (D [4,3]: 8.5-121.3 μm), surface potential (-10.4 ∼ -1.8 mV), contact angle (95.2-129.8°), density (1.09-1.75 kg/m3), etc., consequently, these differences significantly influence their migration capability and sorption capacity during the incubation and aging in runoff and sewage. Interestingly, after incubation and aging in the migrating aqueous phase, particularly with additional aging in sewage, not only do distinctions in the aforementioned physicochemical properties (namely, particle size (5.6-6.6 μm), surface potential (-18.4 ∼ -18.1 mV), contact angle (124.5-125.4°), density (1.05-1.16 kg/m3)) among various types of TWPs diminish, but the environmental behaviors (encompassing, desorption capacity, aggregation kinetics, photochemical activity-formation of persistent free radicals, and exudation-derivative (6PPD-Quinone) of N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine: 6PPD) exhibited by this array of TWPs demonstrate a remarkable coherence within the downstream river water. Concerningly, the aforementioned features of aquatic system behaviors appear to be predisposed towards exacerbating the heightened toxicity of TWPs, for example, the leaching concentration of 6PPD-Q increased by two to three times after aging, aligning with established precedents regarding the toxicological causes associated with the quinone derivatives of antioxidants in rubber contaminants.

Ascertaining appropriate measuring methods to determine tire wear particle pollution on driving school grounds in China

Tire wear particles (TWPs) are garnering increasing attention due to their potential adverse environmental impacts. However, precisely ascertaining TWPs content is challenging due to the complexity and variability of the tire components used in the environment, indicating that more reliable methods to accurately determine TWPs are necessary. In this study, driving school grounds were used as a case study to ascertain an appropriate and reliable method to determine TWPs levels based on a comprehensive comparison between different analytical results using styrene butadiene rubber (SBR), N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6PPD), and zinc (Zn) as analytical markers. Thermogravimetric analysis-Gas chromatography mass spectrometry (TGA-GC-MS) method reliability using SBR was verified and applied to measure TWPs levels on driving school grounds. By reliably converting SBR content to TWPs content, the average TWPs content on driving school grounds was measured at 190.13 ± 101.89 mg/g. The highest TWPs content was 281.83 ± 171.44 mg/g under the reverse stall parking driving programs, while the slope start and stop driving programs was lower at 208.36 ± 124.11 mg/g. Our findings highlight the importance of accurately determining TWPs content within specific environments while comprehensively exploring associated patterns of change to better understand the environmental risks of TWPs.

Effect of bioturbation of the mitten crab on distribution of tire wear particles and their combined effect on sediment ecosystem

Tire wear particles (TWPs) are a major source of environmental microplastic pollution which gradually settle and accumulate in sediments after entering the aquatic environment, which can affect the behaviors of benthic organisms. Bioturbation of benthic species could affect the fate, impacts and potential risks of TWPs by altering the properties and structure of sediments. Therefore, in this study, the effect of TWPs on the burrowing activity of Chinese mitten crab (Eriocheir sinensis) was investigated. In addition, the effects of crab bioturbation on the distribution of TWPs and their additives were studied. The combined effects of TWPs and crab bioturbation on the microbial communities in the sediments were also explored. The results of this study showed that both TWPs and the leachate significantly inhibited the burrowing activity of crabs. TWPs in the surface layer of sediments were re-distributed by crab bioturbation and enriched mainly in the sediments near the burrow walls. Meanwhile, the heavy metals (i.e., Zn, Ca, Mg, Ba and Al) used as additives during the tire production in the burrow walls significantly increased as the accumulation of TWPs near burrow walls. In this study, TWP exposure decreased the bacterial diversity and abundance, as well as the functional genes related to carbon and nitrogen cycling process, but crab bioturbation increased them in the sediments of burrow walls by constructing a unique habitat. However, after TWPs entering into burrows, they were significantly decreased in the sediments near the burrow walls like the effects of TWPs, suggesting the negative effects of TWPs could play a dominant role in this combined system. Overall, this study is important for evaluating the distribution and effects of TWP pollution in the sediment ecosystem under biological factors such as bioturbation.

Retention of microplastics and tyre wear particles in stormwater ponds

Stormwater runoff from urban areas contain a wide variety of pollutants which is typically managed using stormwater retention ponds. However, their performance with regards to emerging pollutants such as microplastics and tyre wear material remains unclear. In this study, samples of effluent water and sediments from four stormwater retention ponds were analysed for their content of microplastics and tyre wear material. Microplastics were analysed using state-of-the-art hyperspectral imaging technique while tyre wear material was analysed using pyrolysis-GC-MS. Microplastics were recovered in all samples and the mass balance revealed that on average 88% of small microplastics (<500 µm) were retain in the ponds while the removal efficiency for large microplastics (>500 µm) was 95%. Tyre wear material was identified in all sediment samples but found below the detection limit in three out of four effluent samples. On average 95% of the tyre wear material was removed by the retention ponds. The results from this study show that stormwater retention ponds are very effective in removing microplastics as well as tyre wear material from stormwater runoff.

Accelerated aging of tire and road wear particles by elevated temperature, artificial sunlight and mechanical stress - A laboratory study on particle properties, extractables and leachables

Tire and road wear particles (TRWP) are generated in large quantity by automobile traffic on roads but their way of degradation in the environment is largely unclear. Laboratory experiments were performed on the effect of elevated temperature (simulating 2-3 years), sunlight exposure (simulating 0.5 years) and mechanical stress on the physical properties and chemical composition of TRWP and of cryo-milled tire tread (CMTT). No significant effects were observed of the applied mechanical stress on mean properties of pristine particles. After sunlight exposure up to 40 % in mass were lost from the TRWP, likely due to the loss of mineral incrustations from their surface. The chemical composition of TRWP and CMTT was characterized by determining 27 compounds, antioxidants (phenylene diamines), vulcanization agents (benzothiazoles and guanidines) and their transformation products (TPs). Extractables of TRWP (580-850 μg/g) were dominated by TPs, namely benzothiazolesulfonic acid (BTSA). CMTT showed much higher amounts of extractables (4600 μg/g) which were dominated by parent chemicals such as N-(1,3-dimethylbutyl)-N'-phenyl-1,4-phenylenediamine (6-PPD), diphenylguanidine (DPG) and mercaptobenzothiazole (MBT). Sunlight exposure affected the amount of extractables more strongly than elevated temperature, for TRWP (-45 % vs -20 %) and CMTT (-80 % vs -25 %) and provoked a clear shift from parent compounds to their TPs. After sunlight exposure extractables of TRWP were dominated by BTSA and DPG. Sunlight exposure drastically reduced the 6-PPD amount extracted from both, TRWP and CMTT (-93 %, -98 %), while its quinone (6-PPDQ) increased by around 1 % of the 6-PPD decrease, only. For many TPs, concentration in leachates were higher than in extracts, indicating ongoing transformation of their parent compounds during leaching. These results highlight that abiotic aging of TRWP leads to strong changes in their chemical composition which affect their particle properties and are of relevance for the environmental exposure to tire-related chemicals.

Review: Mitigation measures to reduce tire and road wear particles

The generation of tire wear is an inevitable outcome of the friction between the road and the tire which is necessary for the safe operation of vehicles on roadways. Tire wear particles form agglomerates with road surface material. These agglomerates are called tire and road wear particles (TRWP). Due to their persistence in the environmental compartments and their potentially harmful effects, research on preventative and end-of-pipe mitigation strategies for TRWP is essential. The major goal of this study is to summarize and assess the state of the art in science and technology of mitigation measures for TRWP as the basis for further research activities. Approximately 500 literature sources were found and analyzed in terms of the efficiency, maturity, implementation, and impact of the mitigation measures. Generally, technological and management mitigation measures to reduce the generation of TRWP are beneficial since they prevent TRWP from entering the environment. Once released into environmental compartments, their mobility and dispersion would increase, making removing the particles more challenging. Technological and management mitigation measures after the release of TRWP into the environment are mainly well established in industrialized countries. Street cleaning and wastewater technologies show good removal efficiencies for TRWP and microplastics. In any case, no individual measure can solely solve the TRWP issue, but a set of combined measures could potentially be more effective. The absence of fully-developed and standardized methods for tire abrasion testing and measuring TRWP in the environment makes it impossible to reliably compare the tire abrasion behavior of different tire types, determine thresholds, and control mitigation actions. Field tests and pilot studies are highly needed to demonstrate the effectiveness of the abatement measures under real conditions.

Assessing biodegradation of roadway particles via complementary mass spectrometry and NMR analyses

Roadway particles (RP) that can be collected with on-vehicle system, consist of a mixture of Tire and road wear particles (TRWP) with other traffic-derived particles (exhaust or non-exhaust) and/or biogenic compounds and represent a significant source of xenobiotics, susceptible to reach the different environmental compartments. The study of the RP fate is thus a major challenge to tackle in order to understand their degradation and impact. They offer a variety of carbon sources potentially usable by microorganisms, ranging from the tire-derived plasticizers, vulcanizing agents, protective agents and their transformation products, to other traffic, road and environmental-derived contaminants. A multi-analytical approach was implemented to characterize RP and study their biodegradation. Kinetics of RP extractions were monitored during 21 days in water, methanol, acetone and chloroform to identify leaching and extractable compounds and monitor the particle composition. The results confirmed that hundreds of readily leachable chemicals can be extracted from RP directly into water according to a dynamic process with time while additional poorly soluble compounds remain in the particles. Mass spectrometry (LC-HRMS and GC-MS) allowed us to propose 296 putative compounds using an extensive rubber database. The capacity of 6 bacterial strains, belonging to Rhodococcus, Pseudomonas and Streptomyces genera, to biodegrade RP was then evaluated over 14 days of incubation. The selected strains were able to grow on RP using various substrates. Elastomer monitoring by 1H NMR revealed a significant 12 % decrease of the extractable SBR fraction when the particles were incubated with Rhodococcus ruber. After incubation, the biodegradation of 171 compounds among leachable and extractable compounds was evaluated. Fatty acids and alkanes from rubber plasticizers and paraffin waxes were the most degraded putative compounds by the six strains tested, reaching 75 % of biodegradation for some of them.

Toxic Tire Wear Compounds (6PPD-Q and 4-ADPA) Detected in Airborne Particulate Matter Along a Highway in Mississippi, USA

Tire wear particles (TWPs) are a major category of microplastic pollution produced by friction between tires and road surfaces. This non-exhaust particulate matter (PM) containing leachable toxic compounds is transported through the air and with stormwater runoff, leading to environmental pollution and human health concerns. In the present study, we collected airborne PM at varying distances (5, 15 and 30 m) along US Highway 278 in Oxford, Mississippi, USA, for ten consecutive days using Sigma-2 passive samplers. Particles (~ 1-80 μm) were passively collected directly into small (60 mL) wide-mouth separatory funnels placed inside the samplers. Particles were subsequently subjected to solvent extraction, and extracts were analyzed for TWP compounds by high resolution orbitrap mass spectrometry. This pilot study was focused solely on qualitative analyses to determine whether TWP compounds were present in this fraction of airborne PM. The abundance of airborne TWPs increased with proximity to the road with deposition rates (TWPs cm-2 day-1) of 23, 47, and 63 at 30 m, 15 m, and 5 m from the highway, respectively. Two common TWP compounds (6PPD-Q and 4-ADPA) were detected in all samples, except the field blank, at levels above their limits of detection, estimated at 2.90 and 1.14 ng L-1, respectively. Overall, this work suggests airborne TWPs may be a potential inhalation hazard, particularly for individuals and wildlife who spend extended periods outdoors along busy roadways. Research on the bioavailability of TWP compounds from inhaled TWPs is needed to address exposure risk.

Physical and chemical characteristics of particles emitted by a passenger vehicle at the tire-road contact

Non-exhaust emissions are now recognized as a significant source of atmospheric particulate matter and the trend towards a reduction of conventionally fueled internal combustion engine vehicles on the road is increasing their contribution to air pollution due to lower exhaust emissions. These particles include brake wear particles (BWP) and tire-road contact particles (TRCP), which are composed of tire wear particles (TWP), road wear particles (RWP) and resuspended road dust (RRD). The goal of this study has therefore been to design an original experimental approach to provide insight into the chemical composition of particles emitted at the tire-road contact, focusing on the micron (PM10-1μm) and submicron (PM1-0.1μm) fractions. Through this characterization, an examination of the different TRCP generated by different materials (tire, road surface, brake system) was conducted. To achieve this, TRCP were collected at the rear of the wheel of an instrumented vehicle during road and track tests, and a SEM-EDX analysis was performed. Our experimental conditions have allowed us to demonstrate that, at the individual particle scale, TRCP are consistently associated with road dust materials and particles solely composed of tire or road materials are practically non-existent. The contribution of BWP to TRCP is marked by the emission of Fe-rich particles, including heavy metals like Ba, Mn and Cr. TWP, which result from rubber abrasion, consist of C-rich particles abundant in Si, Zn, and S. RWP, mainly composed of Al, Si, Fe, and Ca, can be either part of RRD or internally mixed with emitted TWP. The findings of this study highlight the substantial role of RRD to TRCP emissions under real driving conditions. Consequently, it underscores the importance of examining them simultaneously to achieve a more accurate estimation of on-road traffic emissions beyond the vehicle exhaust.

Detailed insights in adsorption process of heavy metals on tire wear particles

Road traffic induced tire wear particles (TWP) attracted widespread attention due to their potential environmental impact. Here, the adsorption process of heavy metals like Pb2+ and Cd2+ on tire wear particles produced by filing (TWP-f) is studied to elucidate the underlying kinetics and thermodynamics. This work includes voltammetric experiments to investigate the concentration and temperature dependency of the adsorption. The adsorption kinetics in buffer solution spiked with heavy metals follows a pseudo-second-order rate equation involving rate-controlling boundary layer adsorption and a side-by-side intraparticle diffusion process. Meanwhile, the adsorption tendencies under the studied conditions for TWP-f were Pb2+ > Cd2+. The equilibrium adsorption data were modulated by the Langmuir, Freundlich, and Dubinin-Radushkevich (DR) isotherms. Both the Freundlich and DR isotherms were found to be feasible for describing the adsorption on TWP-f. The adsorption energy obtained from the DR isotherm is 1.6 kJ mol-1 for Pb2+ and 2 kJ mol-1 for Cd2+, indicating physisorption as the dominating force. According to the Freundlich isotherm, multilayer adsorption is proposed. The thermodynamic parameters show that the adsorption of Pb2+ and Cd2+ is endergonic. Due to small Gibbs enthalpy values near the thermodynamic equilibrium, the adsorption process is mainly dependent on the ambient conditions. So, close-to-nature experiments were conducted to verify the received results. Therefore, tire and road wear particles including road sediments (TRWP+RS) were added to prefiltered freshwater samples of the river Freiberger Mulde (having naturally elevated trace element concentrations). The adsorption kinetics were investigated by ICP-MS/MS emphasizing the pseudo-second-order rate equation. Moreover, it is suggested that the tire wear particles in the TRWP+RS sample are majorly responsible for the adsorption of at least Cd2+.

Unraveling the toxicity of tire wear contamination in three freshwater species: From chemical mixture to nanoparticles

Tire wear particle (TWP) contamination is of growing concern as recent studies show the ubiquity and toxicity of this contaminant in various environmental compartments. The multidimensional aspect of TWPs makes it difficult to assess toxicity and predict impacts on ecosystems, as it combines a complex mixture of chemicals and can release micro- and nanoparticles when suspended in water. Our work aimed to shed light on the toxicity of the different components of TWP leachate, namely, the dissolved chemicals and the nanoparticle fractions, on three freshwater model species of different trophic levels: Chlorella vulgaris, Lemna minor, and Daphnia magna. Acute toxicity was observed for all three fractions in D. magna, and an additive effect was observed between the nanoparticles and dissolved chemicals. L. minor experienced phytotoxicity from the dissolved chemicals only with a decrease up to 50% in photosynthesis efficiency parameters. C. vulgaris showed minor signs of toxicity on apical endpoints in response to each of the fractions. Our study highlights that nanoparticles from TWP leachate that were mostly overlooked in several previous studies are as toxic as dissolved chemicals for the filter-feeder species D. magna, and we also show the toxicity to photosynthesis in aquatic plants.

Refinement of a microfurnace pyrolysis-GC-MS method for quantification of tire and road wear particles (TRWP) in sediment and solid matrices

Tire and road wear particles (TRWP) are produced by abrasion at the interface of the pavement and tread surface and contain tread rubber with road mineral encrustations. Quantitative thermoanalytical methods capable of estimating TRWP concentrations are needed to assess the prevalence and environmental fate of these particles. However, the presence of complex organic constituents in sediment and other environmental samples presents a challenge to the reliable determination of TRWP concentrations using current pyrolysis-gas chromatography-mass spectrometry (Py-GC-MS) methodologies. We are unaware of a published study evaluating pretreatment and other method refinements for microfurnace Py-GC-MS analysis of the elastomeric polymers in TRWP including polymer-specific deuterated internal standards as specified in ISO Technical Specification (ISO/TS) 20593:2017 and ISO/TS 21396:2017. Thus, potential method refinements were evaluated for microfurnace Py-GC-MS, including chromatography parameter modification, chemical pretreatment, and thermal desorption for cryogenically-milled tire tread (CMTT) samples in an artificial sediment matrix and a sediment field sample. The tire tread dimer markers used for quantification were 4-vinylcyclohexene (4-VCH), a marker for styrene-butadiene rubber (SBR) and butadiene rubber (BR), 4-phenylcyclohexene (4-PCH), a marker for SBR, and dipentene (DP), a marker for natural rubber (NR) or isoprene. The resultant modifications included optimization of GC temperature and mass analyzer settings, along with sample pretreatment with potassium hydroxide (KOH) and thermal desorption. Peak resolution was improved while minimizing matrix interferences with overall accuracy and precision consistent with those typically observed in environmental sample analysis. The initial method detection limit for an artificial sediment matrix was approximately 180 mg/kg for a 10 mg sediment sample. A sediment and a retained suspended solids sample were also analyzed to illustrate the applicability of microfurnace Py-GC-MS towards complex environmental sample analysis. These refinements should help encourage the adoption of pyrolysis techniques for mass-based measurements of TRWP in environmental samples both near and distant from roadways.

The role of baseflow and stormwater in transport of tire and bitumen particles in Tehran city: A dense urban environment

Urban stormwater runoff is the main terrestrial source of tire and bitumen particles as emerging pollutants, which have adverse effects on receiving aquatic and terrestrial environments. In this study, the occurrence and characteristics of tire and bitumen particles in four rainfall events and three baseflow had been measured at the end of a dense urban catchment in Tehran metropolis. Particles were classified to 37-300, 300-500, and 500-5000 μm with stainless steel sieves, and hydrogen peroxide 30% was used for digestion of organic matter, following density separation with ZnCl₂ (1.7-1.75 g/mL) to separate tire and bitumen particles from minerals. The type of tire and bitumen particles was determined by Micro-Raman and FTIR ATR. The number of tire and bitumen particles in rainfall events was 3.3-60.5 and 3.5-73 particles/L, respectively, and in the base flow were 0.5-3 and 0.8-6.5 particles/L, respectively. The most abundant size of tire and bitumen particles was 37-300 μm. The highest abundance of tire and bitumen particles was observed during a rainfall event in peak discharge. The results indicate the important role of urban stormwater runoff, where there are high vehicle traffic and high road density, in the release into the environment of bitumen and rubber.

Tire wear particles: Trends from bibliometric analysis, environmental distribution with meta-analysis, and implications

Tire wear particles (TWPs), as one of pristine microplastics and non-exhaust emission pollutants, have received extensive attention from scholars worldwide in recent years. In the context of the increasing number of related research results, this study evaluated the current status of TWPs research based on bibliometric analysis and meta-analysis and then discussed in-depth the environmental implications involving transport, transformation of released additives in potential and combined pollution with other microplastics in TWPs researches. Results showed that the regional layout of TWPs research was mainly concentrated in Europe and North America, but with specific countries of the United States, Germany, China, the United Kingdom, and Sweden. Thus, Asia and Africa should timely carry out related research on TWPs considering their large vehicle ownerships. In addition, keyword co-occurrence analysis based on CiteSpace showed that biotoxicity, environmental distribution and human health risks are the current research hotspots. Furthermore, the content of TWPs varied greatly by country and environmental media according to the meta-analysis. It is warranted to be urgently investigated on the distribution, quantitative analysis, migration, additives transformation with toxic effects and control measures of TWPs under the influence of various complex factors such as energy innovation and smart driving. The obtained findings can help understand the developing status of TWPs and then promoting their related investigations in future.

Current research trends on cosmetic microplastic pollution and its impacts on the ecosystem: A review

Since the advent of microplastics, it has become a vital component, directly or indirectly, in our daily lives. With advancements in their use, microplastics have become an integral part of personal care, cosmetics, and cleaning products (PCCPs) and emerged as a domestic source of environmental pollution. Over the years, researchers have ascertained the harmful effects of microplastics on the environment. In this context, the assessment and monitoring of microplastics in PCCPs require considerable attention. In addition, it raises concern regarding the need to develop innovative, sustainable, and environmentally safe technologies to combat microplastic pollution. Therefore, this review is an endeavor to uncover the fate, route and degradation mechanism of cosmetic microplastics. In addition, the major technological advancement in cosmetic microplastic removal and the steps directed toward mitigating cosmetic microplastic pollution are also discussed.

Research progress on microplastics in wastewater treatment plants: A holistic review

Wastewater treatment plants (WWTPs) discharge metric tons of microplastics (MPs) daily to aquatic and terrestrial environments worldwide. Herein we provide a holistic review on MPs in the WWTPs, highlighting recent advances in sampling and analysis, improved understanding of their sources, occurrence, and degradation in treatment steps, and the potential risks MPs pose after being discharged in treated effluent and sludge. We discuss the merits and limitations of the various sampling and analytical approaches to determine MPs in major WWTP compartments; highlight new research on MP profiles (abundance, physical characteristics, and compositions) in raw sewage, treated effluent, and waste sludge, which are of particular interest when assessing MP sources, removal rates, and fate; and emphasize mechanisms of MP fragmentation and degradation within WWTPs as well as the potential sorption of wastewater contaminants to the MPs. We find that robust and standardized methods for determining MPs in WWTP samples is still urgently needed, and that complete removal of MPs from wastewater by WWTPs is not guaranteed, although the vast majority of MPs end up in sludge. Areas of research that deserve further attention include the fate of small (<20 μm) MPs, abiotic and biotic fragmentation of MPs in the WWTPs, and more empirical data with concentrations on a mass basis.

Quantitative assessment of additive leachates in abiotic weathered tire cryogrinds and its application to tire wear particles in roadside soil samples

Tire and road wear particles (TRWP) are becoming an important research question with potential risks on ecological system. A comprehensive understanding of their detection and quantification in soils are challenged by the inherent technological inconsistencies, lack of well-set standardized methods, and generalized protocols. Reference tire cryogrinds were subjected to abiotic weathering. Next, the total environmental availability from parent elastomers and the release of additives from tire tread compounds were evaluated using mass concentration factors obtained from abiotic weathered tire cryogrinds. Headspace Gas chromatography-mass spectroscopy (HS-GC-MS) was employed as a nontargeted, suspect screening analysis technique to identify the tire related intermediates. Benzothiazole, 1,2-dihydro-2,2,4-trimethylquinoline (TMQ), aniline, phenol and benzoic acid were detected as tire tetrahydrofuran leachates. Total environmental availability of TMQ and benzothiazole were in the range of 1.7 × 10-3 and 0.11, respectively. Benzene and benzoic acid derivatives were identified as marker compounds for environmental samples. A TRWP content evaluation was made possible by quantifying marker concentrations and reference tire cryogrind formulation. TRWP content in the size range of 1-5 mm was between 800 and 1300 μg/g and 1200-3100 μg/g TRWP in Ohio and Kansas soil. For TRWP less than 1 mm, 0.15-2.1 wt% content was observed in Kansas and Ohio samples and were seemingly dependent on the locations and the traffic. This simple, widely applicable quantification method for TRWP analysis provides a database of tire degradation and TRWP intermediates. The TRWP content research is critical for further TRWP research development in terrestrial environment.

Magnetic Extraction of Weathered Tire Wear Particles and Polyethylene Microplastics

Magnetic extraction offers a rapid and low-cost solution to microplastic (MP) separation, in which we magnetize the hydrophobic surface of MPs to separate them from complex environmental matrices using magnets. We synthesized a hydrophobic Fe-silane based nanocomposite (Fe@SiO2/MDOS) to separate MPs from freshwater. Pristine and weathered, polyethylene (PE) and tire wear particles (TWP) of different sizes were used in the study. The weathering of MPs was performed in an accelerated weathering chamber according to ISO 4892-2:2013 standards that mimic natural weathering conditions. The chemical properties and morphology of the Fe@SiO2/MDOS, PE and TWP were confirmed by Fourier transform infrared spectroscopy and Scanning electron microscopy, respectively. The thermal properties of PE and TWP were evaluated by Thermogravimetric analysis. Using 1.00 mg of Fe@SiO2/MDOS nanocomposite, 2.00 mg of pristine and weathered PE were extracted from freshwater; whereas, using the same amount of the nanocomposite, 7.92 mg of pristine TWP and 6.87 mg of weathered TWP were extracted. The retrieval of weathered TWP was 13% less than that of pristine TWP, which can be attributed to the increasing hydrophilicity of weathered TWP. The results reveal that the effectiveness of the magnetic separation technique varies among different polymer types and their sizes; the weathering of MPs also influences the magnetic separation efficiency.

An estimation of tire and road wear particles emissions in surface water based on a conceptual framework

Freshwater sources have been contaminated with toxic and unwanted substances worldwide. Among these toxic substances, microplastics (MPs) are becoming prominent. There is already a debate on the impact of MPs on the aquatic environment. Tire and road wear particles (TRWPs) are a dominant group among MPs, and it is vital to estimate their occurrence in the environment. This study proposed a conceptual framework to estimate the occurrence and emissions of TRWPs in the environment. The proposed framework developed a vehicle emission model combined with a previously developed freshwater transport model and was demonstrated using a region in Okanagan Valley, British Columbia, as a case study. A sensitivity analysis was performed to address the uncertainty in TRWP emissions. Furthermore, scenarios were developed considering various environmental, management, and treatment factors to forecast the TRWP emissions under different situations. The total TRWPs emission estimated on the road ranged between 25 and 167 t/year, the estimated TRWPs emission to surface water ranged between 4 and 32 t/year, and the estimated TRWPs emission entering lakebed ranged between 4 and 23 t/year. Furthermore, the scenarios analysis showed that selected management and treatment strategies under given environmental conditions can reduce the total emission on-road (from >130 t/year to <60 t/year); reduce emission to surface water (from >35 t/year to ≈ 12 t/year); and reduce lakebed emissions (from 25 t/year to <8 t/year). Therefore, these management and treatment strategies could reduce the annual per-capita TRWP emissions from >4 kg/c/year to <2 kg/c/year. The proposed framework is flexible and can be adapted to forecast TRWP emissions in different regions. The developed model and framework can be improved by collecting more data and considering other contributing factors.

The need for environmental regulation of tires: Challenges and recommendations

The interest in tire wear particles (TWPs), generated from abrasion of tires, have gained traction over the past few years, both in regards to quantifying particulate emissions, leaching of different compounds, toxicity, and analytical methods. The life of a tire, from cradle to end-of-life, crosses over different scenarios during its lifetime and transcends environmental compartments and legislative areas, underlining the need for a collective approach. Sustainability for a tire encompasses the use of raw materials, recycling of raw materials, circular economy and material sourcing. The tire industry is currently making significant efforts towards a greener and more sustainable production considering reduction of CO₂-emissions, recycling, material sources and implementing the use of biomass from plants rather than oil-derived alternatives. In this paper, we aim to analyze and discuss the need for environmental regulation of tires in order to provide a series of targeted recommendations for future legislation. Our study shows that the numerous regulations related to tires focus on chemicals, manufacturing, raw materials, use of tires on roads, waste handling, safety and polycyclic aromatic hydrocarbons (PAHs) in different life cycle stages of a tire. However, none directly addresses the contribution of TWPs to the environment. Despite the overall good intentions of the existing regulations, there is a lack of focus on the compounds that partition from the tire and disperse in the environment, their mixture effects, and the transformative products from the parent compounds in the environment. Therefore, a renewed focus is needed on risk assessment of complex mixtures like TWPs. Thus, transparency in regard to use of chemicals in TWP, mixtures, minimization of emissions, and capture of particulate pollution should be a priority.

Method Development for Separation and Analysis of Tire and Road Wear Particles from Roadside Soil Samples

A comprehensive understanding of tire and road wear particles (TRWPs) and their detection and quantification in soils is still challenged by the lack of well-set standardized methods, inherent technological inconsistencies, and generalized protocols. Our protocol includes soil sampling, size separation, and organic matter removal by using hydrogen peroxide followed by density separation and analysis. In this context, roadside soil samples from different sites in Kansas and Ohio, USA, were collected and analyzed. Tire cryogrinds analogous to TRWPs were used to evaluate various density separation media, and collected particles more than 1 mm in size were then subjected to infrared spectroscopy (IR), thermogravimetric analysis (TGA), and scanning electron microscopy coupled with energy dispersive X-ray spectroscopy (SEM-EDX) to confirm TRWP presence. Particles smaller than 1 mm were Soxhlet extracted, followed by gas chromatography-mass spectrometry (GC-MS) to validate the presence of tire-related intermediates. SEM-EDX validated the presence of elemental combinations (S + Zn/Na) ± (Al, Ca, Mg, K, Si) attributed to tires. Ketones, carboxylic acids, epoxies, cyclohexane, and benzothiazole sulfenamide (BTS) intermediates were the most probable tire-related intermediates observed in the roadside soil samples. Thus, this simple, widely applicable, cost-effective sample preparation protocol for TRWP analysis can assist TRWP research advancement in terrestrial environments.

Toxicity assessment of tire particles released from personal mobilities (bicycles, cars, and electric scooters) on soil organisms

Tire particles are generated by the abrasion of tire treads on roads and are major contributors to microplastics in soil environments. Contamination by tire wear particles worsens annually as the use of personal mobilities increases. Tire particles (112-541 µm) were obtained from three types of personal mobility tires (bicycle, car, and electric scooter) and exposed to plants (Vigna radiata) and springtails (Folsomia candida) for 28 d to assess the toxicity of each tire-particle type. The laboratory-generated tire particles exhibit adverse effects depending on the origin of the tire or test species. Particles from bicycle or electric-scooter tires changed the soil's bulk density and water holding capacity and adversely affected plant growth. Car tire particles had leached various organic compounds and induced detrimental effects on springtails (adult and offspring growth). We concluded that laboratory-generated tire particles (frow new tires) can affect the soil environment by changing soil properties and leaching chemicals; thus, causing adverse effects on soil organisms. Since this study found tire particle toxicity on soil organisms, it would be possible to compare the various contamination levels in areas near road soil and other clean soils.

Interface behavior changes of weathered polystyrene with ciprofloxacin in seawater environment

With the progress of research on micro-nano plastics, the weathering degradation process in the natural environment has gradually become the focus of academic discussion. This study adopted the Fenton immersion method to accelerate the simulation of the weathering process of microplastics in nature, and explored the interface behavior of the weathered microplastics and hydrophilic antibiotics. It was found that the weathered polystyrene (PS) has a smaller crystallinity, increased oxygen-containing functional groups, and cracks appear on the surface, making it more likely to be weathered. At the same time, the rougher surface and stronger hydrophilicity of the weathered PS particles made it easier to adsorb hydrophilic antibiotics. Subsequent studies showed that the adsorption of ciprofloxacin (CIP·HCl) by weathered PS is much larger than that of original PS particles, whose maximum adsorption is 5.45 mg/g in the isotherm experiments. We found that the adsorption behavior of weathered PS particles with CIP in seawater would be weakened in the real seawater environment and humic acid, which might be due to the competitive adsorption of CIP by various ions. Further studies have shown that changes in the ionic strength and pH of the solution also affected the adsorption behavior to varying degrees. The results of dynamic adsorption were the same as the static adsorption, and the adsorption rate and capacity of weathered PS particles were enhanced compared with the original particles. The results of this article not only provided a data reference for studying the weathering process of microplastics but also helped to explore the ultimate fate of microplastics.

A recent overview of the effect of road surface properties on road safety, environment, and how to monitor them

Road pavements are exposed to traffic loading and external deterioration agents which both can compromise tire-pavement interactions, posing a threat to road safety. The surface wear generates crushed pavement materials or tire rubber wear particles which, combined with other contaminants, negatively impact the environment. In fact, these particles may remain on the road surface; adhere to tires; become airborne; or drain by rainfall to roadsides, waterways, lakes, and even open oceans. Therefore, the presence of road contaminants on road infrastructure pavements is a concern for both road safety and the environment. Although the condition of pavement, traffic intensity, airborne dust emissions, and roadside environments are significantly monitored by road practitioners, especially in urban areas, there is still a need to better evaluate the pollutants remaining on road surfaces. It is known that particles smaller than 40 μm can be trapped within micro-asperities and remain on road surfaces, while particles of larger sizes can be transported by rainfall. However, it is difficult to mobilize particles with sizes larger than 105 μm by storm water runoffs, which tend to remain on road surfaces. Hence, not only rainfall characteristics are responsible of particle's kinetics, but also particle's size and road surface roughness are important. Therefore, this paper presents an overview of road safety and environmental concerns around contaminants, highlighting the importance of the road surface characteristics in their behavior. Finally, the current methods to measure road surface characteristics and their application for environmental and safety issues are discussed.

α-Fe2O3 nanoparticles and hazardous air pollutants release during cooking using cast iron wok in a commercial Chinese restaurant

Long-term exposure to fine particles (PM_2.5), ultrafine particles (UFPs), and volatile organic compounds (VOCs) emissions from cooking has been linked to adverse human health effects. Here, we measured the real-time number size distribution of particles emitted when cooking two served food in Chinese restaurants and estimated the emission rate of UFPs and PM_2.5. Experiments were conducted under a control hood, and both online measurement and offline analysis of PM_2.5 were carried out. The measured emission rates of PM_2.5 generated from deep-frying and grilling were 0.68 ± 0.11 mg/min and 1.58 ± 0.25 mg/min, respectively. Moreover, the UFPs emission rate of deep-frying (4.3 × 10⁹ #/min) is three times higher than that of grilling (1.4 × 10⁹ #/min). Additionally, the PM_2.5 emission of deep-frying was comprised of a considerable amount of α-Fe₂O₃ (5.7% of PM_2.5 total mass), which is more toxic than other iron oxide species. A total of six carcinogenic HAPs were detected, among which formaldehyde, acrolein, and acetaldehyde were found to exceed the inhalation reference concentration (RfC) for both cooking methods. These findings can contribute to future evaluation of single particle and HAPs emission from cooking to better support toxicity assessment.

Effects of molten salt thermal treatment on the properties improvement of waste tire pyrolytic char

Pyrolysis is a technical means for waste tires recycling, which can promote the enrichment of carbon black and facilitate the subsequent recovery. However, carbon black particles aggregated and the inorganic impurities tended to be enriched in pyrolytic char during the waste tire pyrolysis process, which is not conducive to the substitution of commercial carbon black by pyrolytic char. In the present study, a novel method using molten salts thermal treatment was proposed for the impurities removal from pyrolytic chars with different characteristics. In addition, the proper thermal treatment conditions were further estimated to obtain better performance for the physical-chemical properties improvement of pyrolytic char. Six kinds of char samples were chosen to conduct molten salts thermal treatment (MSTT) experiments at 350, 400, and 450 °C. The experimental results show that MSTT can effectively remove the impurities of different pyrolytic chars, and the most optimum reaction conditions are at 400 °C, 2 h of reaction time, and molten salt/char ratio of 10:1. In addition, after MSTT, the pyrolytic char was depolymerized, and the average particle size reduced from 36.63 μm to 19.08 μm, the specific surface area increased from 49 m²/g to 73 m²/g. At the same time, the graphite carbon content of the pyrolytic char increased from 24.41% to 70.90%, and the hydroxyl content on the pyrolytic char surface increased significantly. In summary, the physical-chemical properties of waste tire pyrolytic char were improved by MSTT, which is close to the carbon black N550 level.

Acute toxicity of tire wear particles, leachates and toxicity identification evaluation of leachates to the marine copepod, Tigriopus japonicus

Tire wear particles (TWPs) have been characterized as microplastics in recent years, and many of these TWPs will be eventually deposited in coastal areas, leading to adverse effects to marine organisms. Results of the acute toxicity test in this study showed that the 96-h LC50 values of the particles and leachate were 771.4 mg/L (95% CI = 684.4-869.6 mg/L) and 5.34 g/L (95% CI = 4.75-6.07 g/L), respectively. The chemical constituents of TWP and the leachate are very complex, and little research has been conducted to determine which of these constituents contribute to the toxicity of TWP leachate to marine organisms. Therefore, the composition of the TWP and leachate was analyzed, and a variety of chemicals were identified, including metals (Mn, Zn, etc.) and organic compounds (cyclohexanthiol, 4-ethyl-1,2-dimethylbenzene, benzothiazole, stearic acid, N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine, etc.). In addition, the marine copepod Tigriopus japonicus was applied as a model species in the toxicity identification evaluation study to characterize, identify and confirm the toxicity-causing substances in the TWP leachate. Zn was identified and confirmed as the main toxicant contributing to the toxicity. Furthermore, Zn concentrations in the leachate over time were investigated. The release of Zn from TWPs to the aquatic environment was slow, and conformed to a parabolic model with a release constant k of 2.06. The organic component, benzothiazole, exhibited an antagonistic effect with zinc in the acute toxicity of the TWP leachate.

Chemical Leaching from Tire Wear Particles with Various Treadwear Ratings

Physical friction between a tire and the road surface generates tire wear particles (TWPs), which are a source of microplastics and particulate matter. This study investigated the trends of chemical leaching from TWPs depending on the treadwear rating of the tire. A road simulator was used to produce TWPs from tires with various treadwear ratings. Liquid chromatography–tandem mass spectrometry was used to analyze the chemical leaching from TWPs, with a particular focus on benzothiazole and its derivative 2-hydroxy benzothiazole. However, chemical mapping via high-resolution tandem mass spectrometry detected another derivative: 2-mercaptobenzothiazole. The benzothiazole groups were observed to have different leaching tendencies, implying that using benzothiazole as a marker compound may lead to incorrect TWP quantitation. The results of this research also suggest that the ecotoxicological influence of TWPs can vary with the treadwear rating of a tire.

Pollution from Transport: Detection of Tyre Particles in Environmental Samples

Transport is one of the most important sources of environmental pollution. More and more information has shown that one of the greatest sources of emissions from transport are emissions related to the release of microplastics from tyres. This is one of the most underestimated sources of emissions into the environment. In this study, environmental samples are analysed for the presence of these particles. For this purpose, optical methods and spectroscopic methods are used. Fourier transform infrared (FTIR) spectroscopy is used to identify synthetic rubber, most likely derived from car tyres. A complementary confocal microscopy method is used to confirm the FTIR results. The soil samples and road dust from the areas with heavy traffic are tested. An average of 372 ± 50 fragments per kilogram dry weight are detected in the soil samples. In the case of samples from the road, this number is 515 ± 20 fragments per kilogram of dry matter. In the samples, most of the microplastics come from tyres, which confirms the scientists’ assumptions about the amount of emissions in the environment. More than 90% of the black fragments later identified as tyre-derived synthetic rubber are found in the samples. A greater number of microplastics are found in road dust samples than in the soil. This may be due to the direct influence of braking, which causes greater accumulation of samples at the emission source than at a short distance into the soil. There is also a noticeable difference in the size of the fraction. In the case of soils, a fraction below 50 µm accounts for the majority of cases. When one analyses road dust samples, one may observe that most of the fractions are between 50 and 200 µm. This may be due to the possibility of smaller emission particles over longer distances and the greater degradation process that occurs in soils. The microplastics from the road dust are less degraded than the microplastics from the soil.

The micro-, submicron-, and nanoplastic hunt: A review of detection methods for plastic particles

Plastic particle pollution has been shown to be almost completely ubiquitous within our surrounding environment. This ubiquity in combination with a variety of unique properties (e.g. density, hydrophobicity, surface functionalization, particle shape and size, transition temperatures, and mechanical properties) and the ever-increasing levels of plastic production and use has begun to garner heightened levels of interest within the scientific community. However, as a result of these properties, plastic particles are often reported to be challenging to study in complex (i.e. real) environments. Therefore, this review aims to summarize research generated on multiple facets of the micro- and nanoplastics field; ranging from size and shape definitions to detection and characterization techniques to generating reference particles; in order to provide a more complete understanding of the current strategies for the analysis of plastic particles. This information is then used to provide generalized recommendations for researchers to consider as they attempt to study plastics in analytically complex environments; including method validation using reference particles obtained via the presented creation methods, encouraging efforts towards method standardization through the reporting of all technical details utilized in a study, and providing analytical pathway recommendations depending upon the exact knowledge desired and samples being studied.

Characterization and sources of trace elements in PM1 during autumn and winter in Qingdao, Northern China

Atmospheric sub-micrometer particles (PM₁, particles with an aerodynamic diameter ≤ 1.0 μm) monitoring in Qingdao, a coastal city in Northern China, was conducted for two consecutive years from November 1, 2018 to January 31, 2019 (hereafter referred to as OP_2018-2019) and from October 28, 2019 to January 20, 2020 (hereafter referred to as OP_2019-2020). The results showed that compared with OP_2018-2019, the concentrations of V, Ni, As, Pb, and Cd in PM₁ in OP_2019-2020 decreased by 61.9%, 31.4%, 49.2%, 25.4%, and 27.1%, respectively. For the indicators of ship emission sources, a significant reduction in V (73.3%) and Ni (22.1%) concentrations were observed after the implementation of the updated Domestic Emission Control Area (DECA 2.0) policy for ships since January 1, 2019 proposed by the Ministry of Transportation. This result demonstrated that the implementation of the DECA 2.0 policy had a significant effect on reducing ship emissions. The Field Emission Scanning Electron Microscope analysis identified the impact of ship emission sources, while the inconsistent distribution of V and Ni revealed other potential sources of Ni. The V/Ni ratios during the pre-policy and post-policy periods decreased by 40.7%. Along with the further implementation of the domestic coastal ship pollution control zone policy, V/Ni ratio should be cautiously used as a parameter for ship emission sources. The positive matrix factorization method identified five source factors: coal combustion/biomass burning (47.8%), crustal sources (21.2%), vehicle exhaust/road dust (15.1%), industrial emissions (11.1%), and ship emissions (4.9%). The contribution rates of ship emission sources before and after the DECA 2.0 policy were analyzed and found to be 5.6% and 3.4%. The potential source contribution factor analysis of As showed that the potential emission source areas were significantly reduced in OP_2019-2020, which might be related to the coal fired cleanup operations conducted in Beijing-Tianjin-Hebei and surrounding areas.

Aging of tire and road wear particles in terrestrial and freshwater environments - A review on processes, testing, analysis and impact

The environmental fate of tire and road wear particles (TRWPs) receives increasing attention due to the per capita emission volumes of 0.2-5.5 kg/(cap year) and recent reports on the environmental hazard of TRWP constituents. It is expected that aging impacts TRWPs fate in the environment but detailed knowledge is quite limited, yet. Making use of information on tire aging, the available knowledge on environmental aging processes such as thermooxidation, photooxidation, ozonolysis, shear stress, biodegradation and leaching is reviewed here. Experimental techniques to simulate aging are addressed as are analytical techniques to determine aging induced changes of TRWPs, covering physical and chemical properties. The suitability of various tire wear test materials is discussed. Findings and methods from tire aging can be partially applied to study aging of TRWPs in the environment. There is a complex interplay between aging processes in the environment that needs to be considered in future aging studies. In addition to existing basic qualitative understanding of the aging processes, quantitative understanding of TRWP aging is largely lacking. Aging in the environment needs to consider the TRWPs as well as chemicals released. Next steps for filling the gaps in knowledge on aging of TRWPs in the environment are elaborated.

Microplastics pollution in the terrestrial environments: Poorly known diffuse sources and implications for plants

Research on microplastics (MPs) in the terrestrial environment is currently at a still embryonal stage. The current knowledge concerning poorly known diffuse sources of MPs pollution in terrestrial ecosystems have been considered in this work. In addition, a particular focus on the presence, mechanism of absorption and effects of MPs in plants has also been provided. Research concerning microplastics in urban areas and their intake by Tyre and Road Wear Particulates (TWRP) demonstrated a high contribution of this plastic debris to microplastic pollution, although quantification of these inputs is challenging to assess because studies are still very few. Around 50% of particles are expected to remain in the roadside soil, while the rest is transported away by the runoff with high concentrations of TRWP with a size ranging between 0.02 and 0.1 mm. Natural and anthropic environments like temporary ponds, stormwater retention ponds and small waterbodies were considered sensitive connecting ecosystems rich in biodiversity between terrestrial and aquatic environments. Even if studies are not yet exhaustive and just eight studies were currently published concerning these ecosystems, considerable values of MPs were already observed both in the sediment and water phase of ponds. Although still poorly explored, agricultural environments were already demonstrated to hide a significant number of microplastics linked mainly to agricultural activities and practices (e.g. mulch, sewage and compost fertilisation). However, the microplastics transportation processes into the soil are still understudied, and a few works are available. Microplastics and primarily nanoplastics presence was also observed in common edible plants (fruit and vegetables) with alarming Estimated Daily Intakes ranging from 2.96 × 10⁰⁴ to 4.62 × 10⁰⁵ (p kg^-1 day^-1) for adults depending on species. In addition, adverse effects on plants growth, photosynthetic activity, antioxidant system and nutritional values of several common fruits and vegetables were also demonstrated by several studies.

Automated identification and quantification of tire wear particles (TWP) in airborne dust: SEM/EDX single particle analysis coupled to a machine learning classifier

The share of non-exhaust particles, including tire wear particles (TWP), within the airborne dust and particularly within PM10 has increased in recent years due to a significant reduction of other particles including exhaust road traffic emissions. However, the quantification of TWP is a demanding task due to the non-specificity of tracers, and the fact that they are commonly contained in analytically challenging low concentrations (e.g. Zn, styrene, 1,3-butadiene, vinylcyclohexene). This difficulty is amplified by the chemical and morpho-textural heterogeneity of TWP resulting from the interaction between the tires and the road surface. In contrast to bulk techniques, automated single particle SEM/EDX analysis can benefit from the ubiquitous heterogeneity of environmental TWP as a diagnostic criterion for their identification and quantification. For this purpose, we follow a machine-learning (ML) approach that makes use of an extensive number (67) of morphological, textural (backscatter-signal based) and chemical descriptors to differentiate environmental particles into the following classes: TWP, metals, minerals and biogenic/organic. We present a ML-based model developed to classify airborne samples (trained by >100,000 environmental particles including 6841 TWP), and its application within a one-year monitoring campaign at two Swiss sites. In this study, the mass concentrations of TWP in the airborne fractions PM80-10, PM10-2.5 and PM2.5-1 were determined. Furthermore, the particle size distribution and shape characteristics of 5621 TWP were evaluated. A cut through a TWP by means of FIB-SEM evidences that the mineral and metal particles typically found in TWP are not only present on the particle surface but also throughout the complete TWP volume. At the urban background site, the annual average mass fraction of TWP and micro-rubber in PM10 was 1.8% (0.28 μg/m³) and 0.9%, respectively. At the urban kerbside site, the corresponding values were 6 times higher amounting to 10.5% (2.24 μg/m³) for TWP, and 5.0% for micro-rubber.

In Vitro Digestion of Tire Particles in a Fish Model (Oncorhynchus mykiss): Solubilization Kinetics of Heavy Metals and Effects of Food Coingestion

Tire and road wear particles (TRWP) have been shown to represent a large part of anthropogenic particles released into the environment. Nevertheless, the potential ecological risk of TRWP in the different environmental compartments and their potential toxic impacts on terrestrial and aquatic organisms remain largely underinvestigated. Several heavy metals compose TRWP, including Zn, which is used as a catalyst during the vulcanization process of rubber. This study investigated the solubilization potential of metals from cryogenically milled tire tread (CMTT) and TRWP in simulated gastric fluids (SF_GASTRIC) and simulated intestinal fluids (SF_INTESTINAL) designed to mimic rainbow trout (Oncorhynchus mykiss) gastrointestinal conditions. Our results indicate that the solubilization of heavy metals was greatly enhanced by gastrointestinal fluids compared to that by mineral water. After a 26 h in vitro digestion, 9.6 and 23.0% of total Zn content of CMTT and TRWP, respectively, were solubilized into the simulated gastrointestinal fluids. Coingestion of tire particles (performed with CMTT only) and surrogate prey items (Gammarus pulex) demonstrated that the animal organic matter reduced the amount of bioavailable Zn solubilized from CMTT. Contrastingly, in the coingestion scenario with vegetal organic matter (Lemna minor), high quantities of Zn were solubilized from L. minor and cumulated with Zn solubilized from CMTT.

Environmental occurrence, fate, impact, and potential solution of tire microplastics: Similarities and differences with tire wear particles

Tire microplastics (TMPs) are identified as one of the most abundant types of microplastics, which originate from rubber with intended or unintended release. While increasing knowledge about TMPs concentrates on tire wear particles (TWPs), TMPs from other potential sources like recycled tire crumb (RTC) and tire repair-polished debris (TRD) are much less understood. Excessive levels of TMPs and their additives have been fragmentarily reported in the environment. The accumulating environmental TMPs from different sources may directly or indirectly cause adverse impacts on the environment and human health. The objectives of this review are to (1) summarize the properties, abundance, and sources of TMPs in the environment; (2) analyze the environmental fates and behaviors of TMPs, including their roles in carrying abiotic and biotic co-contaminants; (3) evaluate the potential impacts of TMPs on terrestrial and aquatic organisms, as well as human; and (4) discuss the potential solutions to mitigate the TMP pollution. By collecting and analyzing the up-to-date literature, this review enhances our better understanding of the environmental occurrence, fates, impacts, and potential solutions of TMPs, and further highlights critical knowledge gaps and future research directions that require cooperative efforts of scientists, policymakers, and public educators.