Comprehensive approach to national tire wear emissions: Challenges and implications

The use of vehicle tires has been identified as a major source of microplastics in the environment and an increasing source of urban particulate air pollution. In light of increasing traffic volumes, increasingly heavier and more powerful vehicles due to trends and electrification, and the lack of tire wear regulation, methods to estimate and monitor changes in national emissions are needed as input for environmental impact assessments. Emission estimations of tire wear are made either based on the mileage approach or the sales approach. This study aims to investigate if and how the mileage approach can be improved by using emission factors for passenger cars and LDVs based on our own measurements and emission factors from the literature for HDVs and buses. An approach with emission factor adjustments based on weight and number of tires in combination with highly detailed mileage data has been evaluated. Sales approach calculations have been used to validate the method. A secondary aim was to use the new mileage approach framework to calculate the national tire wear emissions for Sweden. These calculations resulted in slightly lower total emissions than previous estimations provide, but with higher emissions for passenger cars and light-duty vehicles, and lower emissions for heavy-duty vehicles and motorcycles. Passenger cars constitute more than half of the total emissions. It is concluded that even though the framework offers greater detail, thus increasing the possibilities to adjust for changes in emission factors and mileages in specific vehicle categories, the challenges posed by such factors as the lack of measured emission factors for heavy-duty vehicles and uncertainties regarding the quality of mileage statistics makes the estimations uncertain. Important future suggestions for research include establishing reliable emission factors, especially for heavy-duty vehicles, and initiating research to better understand how climate, road networks, surface properties, and vehicle fleet characteristics affect emission factors.

A comparative study of the pyrolysis and hydrolysis conversion of tire

In the present study, we pyrolyzed a waste tire at various temperatures under an N2 atmosphere and a water environment in an autoclave reactor to investigate the effect of water on tire degradation. The analysis involved a comparison of product distribution, char properties, oil composition, and the behavior of heteroatom elements (especially oxygen, nitrogen, and sulfur) under different atmospheres. Elemental analysis, functional-group identification, and chemical state analysis of sulfur were performed for chars. In addition, the chemical composition, elemental composition, and molecular weight of the produced oils were evaluated. The heavy fraction of oils, not detectable by gas chromatography-mass spectrometry (GC-MS), was analyzed through Fourier-transform ion cyclotron resonance mass spectrometry (FT-ICR MS). The findings revealed that high temperatures promoted oil cracking, resulting in the formation of light oils in both pyrolysis and hydrolysis processes. Compared to pyrolysis, hydrolysis generated a higher yield of low molecular-weight oil. Elevated hydrolysis temperatures promoted aromatization, yielding an oil with a low H/C ratio and a high double bond equivalent number. Consequently, the concentration of aromatics in the light fraction of oils generated from the hydrolysis process exceeded that in oils from the pyrolysis process. Temperature exhibited a limited impact on oil composition during the pyrolysis process. Hydrolysis promoted the release of heteroatom-containing compounds at low temperatures. During pyrolysis, nitrogen was gradually released from the solid phase, whereas nitrogen-containing compounds were released early during hydrolysis, with gas-phase nitrogen accounting for more than 50 wt% at 320 °C. A maximum D-limonene yield of 45.58% was obtained at 360 °C within 0 min of hydrolysis, with the potential conversion of D-limonene into aromatics at higher hydrolysis temperatures. These results contribute to the understanding of tire valorization via hydrolysis.

Optimal design of radial tire section layout based on thermal fatigue life improving

The design of tire fatigue life was optimized by combining approximate model and finite element simulation, and compared with the tire endurance test results. The design variables are selected through sensitivity analysis of materials in various regions of the tire, and the thermal fatigue life of the tire is used as the objective function, and the approximate relationship between the design variables and the objective function is fitted based on the approximate model method, and the approximate model is optimized using genetic algorithm to find the optimal solution. The fatigue life of the tire is improved by about 25 %.

Toxicity of 6PPD-quinone to four freshwater invertebrate species

The antioxidant N-(1,3-Dimethylbutyl)-N'-phenyl-p- phenylenediamine (6PPD) is used to protect the rubber in tires from oxidation, which extends the life of the tire. When oxidized, 6PPD is transformed into 6PPD-quinone (6PPDQ). 6PPDQ, along with other tire ingredients, can enter aquatic ecosystems through the transport of tire wear particles in runoff during a precipitation event. The mass mortality of coho salmon following precipitation events in urban areas lead to the discovery that 6PPDQ is the likely cause due to coho salmon's relatively high sensitivity to 6PPDQ. The assessment of 6PPDQ toxicity to other aquatic species has expanded, but it has focused on fish. This study investigated the toxicity of 6PPDQ to four freshwater invertebrate species, larval burrowing mayfly (Hexagenia spp.), juvenile cladoceran (Daphnia magna), file ramshorn snail embryo (Planorbella pilsbryi), and adult washboard mussel (Megalonaias nervosa). For all four species, the highest concentration of 6PPDQ tested did not result in significant mortality. This translated into the determination of the highest concentration that did not cause significant mortality (NOEC) for Hexagenia spp., D. magna, P. pilsbryi, and M. nervosa of 232.0, 42.0, 11.7, and 17.9 μg/L, respectively. The data from this study indicate that freshwater invertebrates are not as sensitive to 6PPDQ as some salmonid species (e.g., coho salmon Oncorhynchus kisutch). This study also analyzed 6PPDQ in road runoff from around the city of Guelph in Ontario, Canada. 6PPQ was detected in all samples but the concentration was two orders of magnitude lower than the NOECs for the four tested species of freshwater invertebrate.

Multi-element analysis of tyre rubber for metal tracers

The purpose of this study was to identify a characteristic elemental tyre fingerprint that can be utilised in atmospheric source apportionment calculations. Currently zinc is widely used as a single element tracer to quantify tyre wear, however several authors have highlighted issues with this approach. To overcome this, tyre rubber tread was digested and has been analysed for 25 elements by ICP-MS to generate a multielement profile. Additionally, to estimate the percentage of the tyre made up of inert fillers, thermogravimetric analysis was performed on a subset. Comparisons were made between passenger car and heavy goods vehicle tyre composition, and a subset of tyres had both tread and sidewall sampled for further comparison. 19 of the 25 elements were detected in the analysis. The mean mass fraction of zinc detected was 11.17 g/kg, consistent with previous estimates of 1% of the tyre mass. Aluminium, iron, and magnesium were found to be the next most abundant elements. Only one source profile for tyre wear exists in both the US and EU air pollution species profile databases, highlighting the need for more recent data with better coverage of tyre makes and models. This study provides data on new tyres which are currently operating on-road in Europe and is therefore relevant for ongoing atmospheric studies assessing the levels of tyre wear particles in urban areas.

New insight into the synergistic reactions involved in the hydrothermal co-liquefaction of synthetic polymer wastes by molecular dynamics and DFT methods

Coliquefying synthetic aliphatic and aromatic polymer wastes using supercritical water has drawn considerable research attention. However, the mechanisms of chemical reactions between different types of polymers are ambiguous. Herein, depolymerization mechanisms for individual polymers and reaction mechanisms for binary polymer mixtures were investigated using molecular dynamics and density functional theory (DFT). The innovative approach showed that the production of oil from individual polymers during HTL was hindered by (1) volatile C₁-C₄ molecules emitted from aliphatic polymers and (2) polycyclic aromatic hydrocarbons (PAHs) produced from aromatic polymers. Interestingly, synergistic reactions among these byproducts from different polymers could promote oil production during coliquefaction. Specifically, the synergistic radical-related reactions included (1) the ring-opening of PAHs caused by C₂H₂ molecules emitted from aliphatic polymers and (2) the recombination of PHA branches and short-chain aliphatics. A considerable synergy between aromatic polymers with higher benzene ring contents and aliphatic polymers with lower H/C atomic ratios was observed near the critical temperature of 649 K. This work provides new insights into the synergistic reactions involved in the coliquefaction of synthetic polymers and gives useful guidance for realizing efficient oil production from mixed organic wastes.

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.

Imported tires; a potential source for the entry of Aedes invasive mosquitoes to Iran

INTRODUCTION

International trade of tires has been responsible for the introduction of invasive Aedes species into many countries. The present study aimed to determine the sources and volume of such trading in Iran and to establish and map points of entry for entomological surveillance.

METHOD

A list of tire importers, type and number of tires and source of their shipment was compiled, and the map of the main location(s) of their depot in the country was produced from 2017 to 2018. Contamination of imported tires with mosquito eggs or larvae was also determined. The samples from all parts of the warehouse were taken randomly from 4 to 20 tires every 15 days. In tires with a trace of water inside, the existence of the egg and larva of Aedes mosquitoes was investigated by sticking the glue band to the hot spot of left water inside the unpacked tires.

RESULTS

Approximately one-third of the annual tire requirements of Iran were imported from 15 countries, most of which were endemic to Aedes aegypti and or Ae. albopictus. It is obligatory to import only wrapped tires. About 10% of total country consumption is imported through informal markets and smuggled. However, the unofficially imported tires are usually not wrapped. The majority of tire imports were made through the southern ports of the country. The main sites for depots of imported tires were located in four Iranian provinces, namely Tehran, Isfahan, Fars, and Sistan and Baluchestan. The latter is extremely important given its border with Pakistan. Depot locations were mostly unstructured, and tires were kept in the open air. All these depot locations were at the edge of towns and residential areas. Priority areas for routine entomological surveillance were established. Such as the previous studies, surveillance of imported tires for the presence of Aedes eggs or larvae was negative in this study.

DISCUSSION

Mapping the entry points of imported tires and their origin is crucial to determine and prioritize sites for entomological surveillance of invasive mosquito species. Strengthening collaboration with customs authorities and the association of tire importers is imperative in this effort. The development of national rules and regulations for tire import is necessary to minimize the danger of the introduction of invasive vector species into the country.

Chemical effects of different types of rubber-based products on early life stages of Pacific oyster, Crassostrea gigas

Rubber products and debris with specific chemical signatures can release their constitutive compounds into the surrounding environment. We investigated the chemical toxicity of different types of new and used rubber products (tires, crumb rubber granulates, aquaculture rubber bands) on early life stages of a model marine organism, Pacific oyster Crassostrea gigas. Leachates obtained from used products were generally less toxic than those from new ones. Leachates from new products induced embryotoxicity at different concentrations: oyster-farming rubber bands (lowest observed effect concentration, LOEC = 1 g L^-1) and crumb rubber granulates (LOEC = 1 g L^-1) > tires (LOEC = 10 g L^-1). Moreover, new oyster-farming rubber bands induced spermiotoxicity at 10 g L^-1 (-29% survival) resulting in decreased oyster reproductive output (-17% fertilization yield). Targeted chemical analyses revealed some compounds (2 mineral contaminants, 15 PAHs, 2 PCBs) in leachates, which may have played a role. Rubber used in marine aquaculture (rubber bands) or present at sea as waste (tire, crumb rubber granulates) therefore release hazardous chemical molecules under realistic conditions, which may affect oyster development. Aquaculture development work is necessary to improve practices for eco-safety, as efforts to limit the contamination of marine environments by terrestrial rubber debris.

Soil-Cement Bricks Development Using Polymeric Waste

This research aimed to evaluate the effect of adding different polymeric waste percentages and types on the physical, mechanical, thermal, and durability properties of soil-cement bricks. Tire and polyethylene terephthalate (PET) waste were evaluated at 1.5 and 3.0% (mass/mass). The soil was characterized in terms of shrinkage, compaction, consistency limits, particle size, and chemical analyses, whereas the waste particles were submitted to morphological characterization. The bricks were produced in an automatic press with a 90:10 (mass/mass) soil:cement ratio. The soil-cement bricks were characterized by density, moisture, water absorption, loss of mass by immersion, compressive strength, thermal conductivity, and microstructural analysis. PET waste stood out for its use as reinforcement in soil-cement bricks. The best performance was obtained for bricks reinforced with 1.5% PET, which showed a significant compressive strength improvement, meeting the marketing standards criteria, even after the durability test, as well as obtaining the lowest thermal conductivity values. The percentage increase from 1.5 to 3.0% fostered a significant water absorption and loss of mass increase, as well as a significant compressive strength reduction of the bricks.

Characteristics of potentially toxic elements and multi-isotope signatures (Cu, Zn, Pb) in non-exhaust traffic emission sources

Non-exhaust emissions (e.g., particles from brake pads, asphalt, curb, road paint, tire) are important sources of potentially toxic elements (PTEs) pollution in urban environments and are potential causes of PTEs pollution in road dust. We present the PTEs concentrations (Cr, Ni, Cu, Zn, As, Cd, Sn, Sb, Pb) of non-exhaust emission sources and pollution degree of PTEs. Isotopic signatures of Cu, Zn, and Pb were also analyzed to distinguish these sources. Among PTEs, the Cu concentration in all brake pads was significantly high and brake pads from Korea showed remarkably high Sb concentrations. Asphalt had a higher Pb concentration than other non-exhaust emission sources. Mean of δ⁶⁵Cu_AE647, δ⁶⁶Zn_IRMM3702, and ²⁰⁶Pb/²⁰⁷Pb values of non-exhaust emission sources in this study ranged from -0.49‰ to +0.19‰, -0.24‰ to +0.16‰, and 1.1535 to 1.4471, respectively. Non-exhaust emission sources could be discriminated by plotting the concentration and isotopic composition of Cu. Cu isotopic compositions (δ⁶⁵Cu_AE647) were clearly distinguished between brake pads including domestic and imported products and tires. Zn isotope values (δ⁶⁶Zn_IRMM3702) of brake pads, tires, and asphalt overlapped, but discriminated from road paint and curb. Our results indicate that the combination of Cu and Zn isotopic signatures can distinguish various non-exhaust traffic emissions, especially brake pads and tires.

The in-situ effect of H2S on the decomposition of natural rubber and catalyst activity

In this work, the pyrolysis of natural rubber (NR) under N₂ and H₂S atmosphere was performed to illustrate the possible effect of H₂S on NR decomposition with and without catalysts. A molecular dynamics simulation based on reactive force field (ReaxFF) was also conducted to understand the interaction mechanism between H₂S and intermediates from NR decomposition. Furthermore, the catalytic decomposition of NR under H₂S atmosphere and the adsorption characteristics of H₂S by zeolites alone were also carried out to investigate the effect of catalysts on sulfur behavior and the reversed effect of H₂S on catalyst activity. This work revealed that the introduction of H₂S can influence the yields of pyrolytic oil and gas, as well as composition of the oil. Combining experimental and simulation studies, H₂S can interact with intermediates from NR decomposition forming sulfur-containing substances in pyrolytic oil. The H₂S adsorption experiments by various catalysts revealed that catalysts can chemically adsorb H₂S. The introduction of Zn can promote the adsorption ability by reacting with sulfur-containing substances to generate ZnS, with the desulfurization effect following the order of 3Zn/ZSM5 > ZSM5 > 3ZnO/ZSM5.

Study of the use of polymeric waste as reinforcement for extruded fiber-cement

The disposal of post-consumption tires and plastics has become a significant environmental concern. New routes for recycling and using polymeric waste are needed since current treatment and disposal options do not reach the production of these materials. In this context, this study aimed to evaluate the effect of the use of tire and polyethylene terephthalate (PET) waste at different amounts on the physical, mechanical, thermal, and durability properties of extruded fiber-cement. Portland cement was replaced with 1, 2, 3, 4, and 5% by weight of polymeric waste from tire and PET. The fiber-cement was evaluated at 28 curing days and after accelerated aging, for density, water absorption, porosity, modulus of rupture, modulus of elasticity, proportionality limit, tenacity, and thermal conductivity properties. Tire and PET waste could be used as reinforcement material in fiber-cement, allowing for not only the correct destination and development of more sustainable new products but also the improvement of physical, mechanical, thermal, and durability properties of extruded fiber-cement.

Bacterial community colonization on tire microplastics in typical urban water environments and associated impacting factors

Only limited information is available on bacterial communities' dynamics on tire microplastics in urban water environments. This study exploited 16S rDNA high-throughput sequencing to characterize bacterial communities on tire microplastics, using three different tire brands and tire sizes, in two typical urban water environments, including an influent pond of constructed wetland (CW) and its subsequent effluent into a landscape river (LR) during three different periods, namely, 1 month, 3 and 6 months. Results showed that the abundance of bacterial colonization on tire microplastics will increase over time. Proteobacteria, Bacteroidetes were the dominant bacteria at a phylum level, although they exhibited dynamic changes. At a genus level, the identifiable bacteria found in tire microplastics was generally the common bacteria in wastewater discharge, such as Aquabacterium and Denitratisoma. Additionally, alpha diversity showed no significant differences in bacterial communities at the same locations. While beta diversity showed that the bacterial communities on the tire microplastics in the two locations was different. BugBase revealed that tire microplastics could support pathogenic bacteria in urban water environments. PICRUSt (Phylogenetic Investigation of Communities by Reconstruction of Unobserved States) indicated that the abundance of microorganisms associated with metabolism and degradation increased with time. Moreover, the ambient environmental factors were the main influencing factors of bacterial communities on tire microplastics. Herein, the contribution rate of nutrient salts (NO₂-N, NO₃-N, NH₄-N, CODcr) was approximately 63%, and that of environmental physical factors of T and pH was 50%. While physicochemical factors, including particle size, contact angle, element content only had a slight impact. Accordingly, tire microplastics, as an emerging environmental pollutant, can act as carries for bacterial colonization and propagation, particularly harmful microorganisms. Therefore, the obtained findings can provide new insight into potential risks of harmful microorganisms that colonize tire microplastics in urban water environments.

The real impact of full hydroplaning on driving safety

Since its discovery at the end of the 1950's, hydroplaning has been a matter of concern for drivers on wet roads because it can affect driver safety. Indeed, this phenomenon can lead to a complete loss of contact between the tire and the road caused by the layer of water that develops between them, resulting in a complete loss of longitudinal and lateral grip. Although the phenomenon of hydroplaning is about 60 years old, it is almost impossible to find any scientific estimation of how frequently vehicle accidents can be caused by hydroplaning, especially in Europe. To cover this gap, the well-known German In-Depth Accident Study (GIDAS) project has assisted to conduct a study. Thanks to GIDAS, it was possible to identify a sufficient number of cases on wet roads including a high accuracy of information about relevant parameters. With a physical analysis of all the cases, it was possible to compute the probability for an accident case to be in a full hydroplaning situation. This allowed for a precise estimate of the real importance of full hydroplaning situations on accident occurrence, which appears to be a much rarer accident cause than most drivers think.

Cross-interaction during Co-gasification of wood, weed, plastic, tire and carton

This study investigated the gasification of wood, weed, plastic, tire, carton and their mixtures using zeolite (A4 type) as a catalyst, with the purpose of investigating the potential interactions of the various feedstocks during gasification. The co-gasification of the mixed feedstock led to the occurrences of the cross-interactions, which substantially impacted the distribution of the products in gasification. During the co-gasification, the pyrolysis/gasification of the different feedstocks produced the reaction intermediates with varied structures that interacted with each other and with the char formed from the different feedstock. The interaction could promote the gasification of the tarry compounds into gaseous products, which could also promote the gasification of the char to lower the char yields. Further to this, the cross-polymerisation or cracking of the varied reaction intermediates also took place during the co-gasification, leading to the formation of more coke deposits on catalyst. The co-gasification of the mixed feedstocks significantly impacted the reaction network, impacting the formation of gases, tar, char and the coke on catalysts, originating from the cross-interaction among the reaction intermediates derived from the pyrolysis/gasification of the various feedstocks.

Occurrence of tire wear particles and other microplastics within the tributaries of the Charleston Harbor Estuary, South Carolina, USA

Microplastics (<5 mm) are ubiquitous in the marine environment, occurring in both sediments and surface waters worldwide. However, few studies have documented the presence of microplastics and tire wear particles in coastal rivers. A survey of microplastics and low-density tire wear particles (≥63 μm) in the sediment and surface water of the three major tributaries within the Charleston Harbor estuary was conducted. Intertidal sediment, subtidal sediment, and sea surface microlayer concentrations ranged from 0 to 652 microplastics/m², 3-4,375 microplastics/kg wet weight, and 3-36 microplastics/L, respectively. Blue fibers and tire wear particles were the two most abundant microplastic types observed, constituting 26.2% and 17.1%, respectively, of total microplastics. Tire wear particles were primarily identified by morphology, and ATR-FTIR analysis was conducted for a small subset (n = 5) of larger particles (≥500 μm). The present study provides the first microplastic field assessment of low-density tire wear particles in estuarine tributaries.

A study on microwave-assisted fast co-pyrolysis of chlorella and tire in the N2 and CO2 atmospheres

The microwave-assisted fast co-pyrolysis of chlorella and tire with additive under N₂ and CO₂ atmospheres were investigated. The pyrolysis profiles, yields of three-phase, the chemical composition of liquid and the ultimate analyses of solid residues were gained. With the tire ratio increasing, all the characters had the changes. The finial temperature had a wave change. The yield of liquid decreased and the chemical composition obtained in liquid of oxygenates compounds decreased, while hydrocarbon compounds increased, among which aromatic hydrocarbons had the highest content. The yield of solid increased, the HHV had a wave change and the values of H/C decreased. Under CO₂ atmosphere, the final temperatures were lower with 70% and 100% chlorella ratios, the yield difference of liquid reached the minimal with 70% and 30% chlorella ratios. According to the quantity and quality of liquid and solid, and the former results, 50% percentage of tire was the suitable ratio.

Heavy metals from non-exhaust vehicle emissions in urban and motorway road dusts

The main sources of non-exhaust vehicular emissions that contribute to road dust are tire, brake and clutch wear, road surface wear, and other vehicle and road component degradation. This study is an attempt to identify and investigate heavy metals in urban and motorway road dusts as well as in dust from brake linings and tires. Road dust was collected from sections of the A-4 motorway in Poland, which is part of European route E40, and from urban roads in Katowice, Poland. Dust from a relatively unpolluted mountain road was collected and examined as a control sample. Selected metals Cd, Cr, Cu, Ni, Pb, Zn, Fe, Se, Sr, Ba, Ti, and Pd were analyzed using inductively coupled plasma-mass spectrometry, inductively coupled plasma (ICP)-optical emission spectroscopy, and atomic absorption spectroscopy on a range of size-fractionated road dust and brake lining dust (<20, 20-56, 56-90, 90-250, and >250 μm). The compositions of brake lining and tire dust were also investigated using scanning electron microscopy-energy-dispersive spectroscopy. To estimate the degree of potential environmental risk of non-exhaust emissions, comparison with the geochemical background and the calculations of geo-accumulation indices were performed. The finest fractions of urban and motorway dusts were significantly contaminated with all of the investigated metals, especially with Ti, Cu, and Cr, which are well-recognized key tracers of non-exhaust brake wear. Urban dust was, however, more contaminated than motorway dust. It was therefore concluded that brake lining and tire wear strongly contributed to the contamination of road dust.