Evaluation of hydrogenated resin acids as molecular markers for tire-wear debris in urban environments

Where the rubber meets the road: Emerging environmental impacts of tire wear particles and their chemical cocktails

About 3 billion new tires are produced each year and about 800 million tires become waste annually. Global dependence upon tires produced from natural rubber and petroleum-based compounds represents a persistent and complex environmental problem with only partial and often-times, ineffective solutions. Tire emissions may be in the form of whole tires, tire particles, and chemical compounds, each of which is transported through various atmospheric, terrestrial, and aquatic routes in the natural and built environments. Production and use of tires generates multiple heavy metals, plastics, PAH's, and other compounds that can be toxic alone or as chemical cocktails. Used tires require storage space, are energy intensive to recycle, and generally have few post-wear uses that are not also potential sources of pollutants (e.g., crumb rubber, pavements, burning). Tire particles emitted during use are a major component of microplastics in urban runoff and a source of unique and highly potent toxic substances. Thus, tires represent a ubiquitous and complex pollutant that requires a comprehensive examination to develop effective management and remediation. We approach the issue of tire pollution holistically by examining the life cycle of tires across production, emissions, recycling, and disposal. In this paper, we synthesize recent research and data about the environmental and human health risks associated with the production, use, and disposal of tires and discuss gaps in our knowledge about fate and transport, as well as the toxicology of tire particles and chemical leachates. We examine potential management and remediation approaches for addressing exposure risks across the life cycle of tires. We consider tires as pollutants across three levels: tires in their whole state, as particulates, and as a mixture of chemical cocktails. Finally, we discuss information gaps in our understanding of tires as a pollutant and outline key questions to improve our knowledge and ability to manage and remediate tire pollution.

Separation and quantification of tire and road wear particles in road dust samples: Bonded-sulfur as a novel marker

Tire road wear particles (TRWPs) are a large source of microplastics in the environment, while the quantification of TRWPs is still challenging due to the complex interferences and the uncertainties and inconsistencies among different methods. This study developed a TRWPs quantification method using optimized pretreatments and bonded-sulfur as marker. Road dust samples (n = 48) were collected, pretreatments including density separation, digestion and extraction were optimized to remove interferences of the bonded-sulfur (minerals, sulfur-containing proteins, hydrosoluble/hydrophobic sulfur-containing substances). Presence of TRWPs in the samples was confirmed by microscopy and scanning electron microscopyenergy dispersive spectrometry. Bonded-sulfur in the samples were quantified by inductively coupled plasmamass spectrometry (ICPMS). Additionally, bonded-sulfur in tire wear particles (TWPs) abraded from tires of top 10 best-selling brands were measured to calculate conversion factor (1.1 ×104 μg/g) for the quantification of TRWPs in real samples. TRWPs contents were 5.40 × 104 μg/g11.02 × 104 μg/g and 2.36 × 104 μg/g5.30 × 104 μg/g in samples from heavy and light traffic roads, respectively. The method provided better recoveries (88-107%, n = 18) and repeatability (RSD=2.0-7.9%, n = 3) compared to methods using rubber, benzothiazole and organic zinc as markers. Furthermore, stability of the bonded-sulfur was validated by Raman and ICPMS. Thus, this accurate and stable quantification method could promote research on TRWPs.

Organic Markers of Tire and Road Wear Particles in Sediments and Soils: Transformation Products of Major Antiozonants as Promising Candidates

Tire and road wear particles (TRWPs) are one of the main sources of particulate traffic emissions, but measured data on TRWP contents in the environment are scarce. This study aims at identifying organic compounds suitable as quantitative markers for TRWPs by a tiered multistep selection process involving nontarget screening and subsequent identification by liquid-chromatography high-resolution mass spectrometry. Starting from several thousands of signals recorded in the extract of tire particles, the rigorous selection process considered source specificity, tendency of leaching, analytical sensitivity and precision, and stability during aging. It led to three transformation products of N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6-PPD) as the most suitable marker candidates: N-formyl-6-PPD, hydroxylated N-1,3-dimethylbutyl-N-phenyl quinone diimine, and 6-PPD-quinone. A linear response in standard addition experiments with tire particles and the correlation with TRWP contents in a diverse set of environmental samples imply that these compounds are promising candidates as markers for the quantification of TRWPs. Organic markers for TRWP contents in the environment would allow TRWP quantification with the traditional tandem MS (LC-MS/MS) equipment of an organic trace analytical laboratory and, thus, allow easy generation of data on TRWP occurrence in sediments and soils and other environmental matrices.

Tyre and road wear particles (TRWP) - A review of generation, properties, emissions, human health risk, ecotoxicity, and fate in the environment

In this paper, the current knowledge on tyre and road wear particles (TRWP) is compiled regarding all environmental and health aspects. TRWP generated on roads during driving processes contribute to airborne non-exhaust emissions and are discussed in connection with the microplastic pollution. The major amount of TRWP consists of coarser heterogenous particles released to road surface, soils and aquatic compartments. The extensive compilation of annual emissions of tyre wear for numerous countries shows per-capita-masses ranging from 0.2 to 5.5 kg/(cap*a). Ecotoxicological studies revealed effects on aquatic organisms, but test concentrations and materials do not reflect environmental conditions. Contribution of tyre wear to PM10 accounts for up to approx. 11 mass %. A recent thorough risk assessment indicates the risk for human health via inhalation to be low, but no information is available on the risk caused by intake via the food chain. Data on degradation is scarce and most studies do not use realistic materials and conditions. The only published degradation study performed under environmental conditions implies a half-life of tyre rubber particles in soils of 16 months. For truck tyres, which mainly contain natural rubber, shorter periods were observed under optimum conditions in laboratory tests. Concentrations of tyre wear compiled from environmental monitoring studies show highly variable concentrations in road runoff, road dust, roadside soils, river sediments and river water, with a general decrease following the transport paths. However, the behaviour of TRWP in freshwater referring to transport, degradation, and sedimentation is still unclarified. Environmental monitoring of TRWP is still hampered by challenges for analytics. Thus, data on environmental concentrations is rare and has mainly exemplary character. Further research is needed with regard to emission factors, development of analytical methods for environmental matrices, long-period monitoring, fate in surface waters and soils, (eco)toxicological impacts and degradation under realistic conditions.

Variability of the antibacterial potential among analogue diterpenes against Gram-positive bacteria: considerations on the structure–activity relationship

The search for new antibacterial agents and a better comprehension of substances with antimicrobial behavior is mandatory nowadays due to the serious public health problem of infection diseases. In the present work, 30 diterpenes were studied, with 2 natural derivatives, named ent-16-kauren-19-oic acid and ent-pimara-8(14),15-dien-19-oic acid, and 28 semi-synthetic derivatives. The natural diterpenes were isolated from Mikania glomerata and Viguiera arenaria, respectively. All diterpenes were submitted to antimicrobial assays against six different Gram-positive microorganisms to better understand the structure–activity relationship of antimicrobial diterpenes. The semi-synthetic derivatives were all obtained from the two natural derivatives by structural modifications, mainly esterification reactions. Both natural derivatives, together with the derivative ent-8(14)-pimaren-19-oic acid, displayed the most relevant antibacterial activities, with minimal inhibitory concentration (MIC) values that were less than 10 μg mL–1 for most pathogens; thus, they were considered promising antimicrobial agents. Moreover, in light of the hypothesis of Urzúa and colleagues, several considerations about the structure–activity relationship of antimicrobial diterpenes could be stated.

Using High-Resolution Mass Spectrometry to Identify Organic Contaminants Linked to Urban Stormwater Mortality Syndrome in Coho Salmon

Urban stormwater is a major threat to ecological health, causing a range of adverse, mostly sublethal effects. In western North America, urban runoff is acutely lethal to adult coho salmon ( Oncorhynchus kisutch) that spawn each fall in freshwater creeks. Although the mortality syndrome is correlated to urbanization and attributed to road runoff contaminant(s), the causal agent(s) remain unknown. We applied high-resolution mass spectrometry to isolate a coho mortality chemical signature: a list of nontarget and identified features that co-occurred in waters lethal to coho spawners (road runoff from controlled exposures and urban receiving waters from two field observations of symptomatic coho). Hierarchical cluster analysis indicated that tire wear particle (TWP) leachates were most chemically similar to the waters with observed toxicity, relative to other vehicle-derived sources. Prominent road runoff contaminants in the signature included two groups of nitrogen-containing compounds derived from TWP, polyethylene glycols, octylphenol ethoxylates, and polypropylene glycols. A (methoxymethyl)melamine compound family, previously unreported in North America, was detected in road runoff and urban creeks at concentrations up to ∼9 and ∼0.3 μg/L, respectively. The results indicate TWPs are an under-appreciated contaminant source in urban watersheds and should be prioritized for fate and toxicity assessment.

Tire wear particles in the aquatic environment - A review on generation, analysis, occurrence, fate and effects

Tire wear particles (TWP), generated from tire material during use on roads have gained increasing attention as part of organic particulate contaminants, such as microplastic, in aquatic environments. The available information on properties and generation of TWP, analytical techniques to determine TWP, emissions, occurrence and behavior and ecotoxicological effects of TWP are reviewed with a focus on surface water as a potential receptor. TWP emissions are traffic related and contribute 5-30% to non-exhaust emissions from traffic. The mass of TWP generated is estimated at 1,327,000 t/a for the European Union, 1,120,000 t/a for the United States and 133,000 t/a for Germany. For Germany, this is equivalent to four times the amount of pesticides used. The mass of TWP ultimately entering the aquatic environment strongly depends on the extent of collection and treatment of road runoff, which is highly variable. For the German highways it is estimated that up to 11,000 t/a of TWP reach surface waters. Data on TWP concentrations in the environment, including surface waters are fragmentary, which is also due to the lack of suitable analytical methods for their determination. Information on TWP properties such as density and size distribution are missing; this hampers assessing the fate of TWP in the aquatic environment. Effects in the aquatic environment may stem from TWP itself or from compounds released from TWP. It is concluded that reliable knowledge on transport mechanism to surface waters, concentrations in surface waters and sediments, effects of aging, environmental half-lives of TWP as well as effects on aquatic organisms are missing. These aspects need to be addressed to allow for the assessment of risk of TWP in an aquatic environment.

Wear and Tear of Tyres: A Stealthy Source of Microplastics in the Environment

Wear and tear from tyres significantly contributes to the flow of (micro-)plastics into the environment. This paper compiles the fragmented knowledge on tyre wear and tear characteristics, amounts of particles emitted, pathways in the environment, and the possible effects on humans. The estimated per capita emission ranges from 0.23 to 4.7 kg/year, with a global average of 0.81 kg/year. The emissions from car tyres (100%) are substantially higher than those of other sources of microplastics, e.g., airplane tyres (2%), artificial turf (12–50%), brake wear (8%) and road markings (5%). Emissions and pathways depend on local factors like road type or sewage systems. The relative contribution of tyre wear and tear to the total global amount of plastics ending up in our oceans is estimated to be 5–10%. In air, 3–7% of the particulate matter (PM_2.5) is estimated to consist of tyre wear and tear, indicating that it may contribute to the global health burden of air pollution which has been projected by the World Health Organization (WHO) at 3 million deaths in 2012. The wear and tear also enters our food chain, but further research is needed to assess human health risks. It is concluded here that tyre wear and tear is a stealthy source of microplastics in our environment, which can only be addressed effectively if awareness increases, knowledge gaps on quantities and effects are being closed, and creative technical solutions are being sought. This requires a global effort from all stakeholders; consumers, regulators, industry and researchers alike.

Tire tread wear particles in ambient air--a previously unknown source of human exposure to the biocide 2-mercaptobenzothiazole

Urban particulate matter (PM), asphalt, and tire samples were investigated for their content of benzothiazole and benzothiazole derivates. The purpose of this study was to examine whether wear particles, i.e., tire tread wear or road surface wear, could contribute to atmospheric concentrations of benzothiazole derivatives. Airborne particulate matter (PM10) sampled at a busy street in Stockholm, Sweden, contained on average 17 pg/m(3) benzothiazole and 64 pg/m(3) 2-mercaptobenzothiazole, and the total suspended particulate-associated benzothiazole and 2-mercaptobenzothiazole concentrations were 199 and 591 pg/m(3), respectively. This indicates that tire tread wear may be a major source of these benzothiazoles to urban air PM in Stockholm. Furthermore, 2-mercaptobenzothiazole was determined in urban air particulates for the first time in this study, and its presence in inhalable PM10 implies that the human exposure to this biocide is underestimated. This calls for a revision of the risk assessments of 2-mercaptobenzothiazole exposure to humans which currently is limited to occupational exposure.

Constrained Source Apportionment of Coarse Particulate Matter and Selected Trace Elements in Three Cities from the Multi-Ethnic Study of Atherosclerosis

PM10-2.5 mass and trace element concentrations were measured in Winston-Salem, Chicago, and St. Paul at up to 60 sites per city during two different seasons in 2010. Positive Matrix Factorization (PMF) was used to explore the underlying sources of variability. Information on previously reported PM10-2.5 tire and brake wear profiles was used to constrain these features in PMF by prior specification of selected species ratios. We also modified PMF to allow for combining the measurements from all three cities into a single model while preserving city-specific soil features. Relatively minor differences were observed between model predictions with and without the prior ratio constraints, increasing confidence in our ability to identify separate brake wear and tire wear features. Brake wear, tire wear, fertilized soil, and re-suspended soil were found to be important sources of copper, zinc, phosphorus, and silicon respectively across all three urban areas.

Automobile tires--a potential source of highly carcinogenic dibenzopyrenes to the environment

Eight tires were analyzed for 15 high molecular weight (HMW) polycyclic aromatic hydrocarbons (PAH), using pressurized fluid extraction. The variability of the PAH concentrations determined between different tires was large; a factor of 22.6 between the lowest and the highest. The relative abundance of the analytes was quite similar regardless of tire. Almost all (92.3%) of the total extractable PAH content was attributed to five PAHs: benzo[ghi]perylene, coronene, indeno[1,2,3-cd]pyrene, benzo[e]pyrene, and benzo[a]pyrene. The difference in the measured PAH content between summer and winter tires varied substantially across manufacturers, making estimates of total vehicle fleet emissions very uncertain. However, when comparing different types of tires from the same manufacturer they had significantly (p = 0.05) different PAH content. Previously, there have been no data available for carcinogenic dibenzopyrene isomers in automobile tires. In this study, the four dibenzopyrene isomers dibenzo[a,l]pyrene, dibenzo[a,e]pyrene, dibenzo[a,i]pyrene, and dibenzo[a,h]pyrene constituted <2% of the sum of the 15 analyzed HMW PAHs. These findings show that automobile tires may be a potential previously unknown source of carcinogenic dibenzopyrenes to the environment.