Non-exhaust traffic emissions: Sources, characterization, and mitigation measures

Pilot analysis of tire tread characteristics and associated tire-wear particles in vehicles produced across distinct time periods

Owing to stringent vehicle emission regulations and the shifting automotive landscape towards clean-energy vehicles, the emission of non-exhaust tire-wear particles and its implications for microplastic contamination have garnered substantial attention, emerging as a focal point of research interest. Unlike traditional source apportionment methods involving direct environmental sampling, this study focuses on the physical and chemical attributes of tire treads, the tread temperature changes, and the tire-wear particle emissions of three light-duty vehicles manufactured between 2011 and 2021. This study advances the understanding of the effects of tire properties on particle emissions, which provides preliminary information on low-wear tires. The results show that tire-wear particle emissions, mainly composed of ultrafine particles in terms of number, heavily depend on the elevated tread temperatures. The change in tread temperature is influenced not only by the initial tread temperature but also by tread pyrolysis characteristics. Ca, Mg, and Zn are abundantly contained in the tire tread and tire-wear particles.

Roadway construction as a natural experiment to examine air pollution impacts on infant health

Traffic-related air pollution (TRAP) poses a significant public health risk that is associated with adverse birth outcomes. Large roadway infrastructure projects present a natural experiment to examine how resulting congestion change is associated with adverse birth outcomes for nearby populations. This study is designed to examine the influence of living close to a roadway before, during, and after a construction project using a difference-in-differences design. We integrated data on all large roadway construction projects (defined as widening of existing roads, building new roads, improving bridges, installing intelligent transportation systems, improving intersections, and installing or upgrading traffic signals) in Texas from 2007 to 2016 with Vital Statistic data for all births with residential addresses within 1 km of construction projects. Our outcomes included term low birth weight, term birth weight, preterm birth, and very preterm birth. Using a difference-in-differences design, we included births within 3 years of construction start and 2 years of construction end. In our main model, the exposed group is limited to pregnant individuals residing within 300 m of a construction project, and the control group includes those living within 300-1000 m from a project. We used regression models to estimate the influence of construction on infant health. We included 1,360 large roadway construction projects linked to 408,979 births. During construction, we found that the odds of term low birth weight increased by 19% (95% CI: 1.05, 1.36). However, we saw little evidence of an association for other birth outcomes. Contrary to our hypothesis of decreased TRAP after construction ends, we did not observe consistent improvements post-construction for pregnant individuals living within 300 m. Continued consideration of the influence of traffic congestion programs on birth outcomes is necessary to inform future policy decisions.

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.

Unrecognized volatile and semi-volatile organic compounds from brake wear

Motor vehicles are among the major sources of pollutants and greenhouse gases in urban areas and a transition to "zero emission vehicles" is underway worldwide. However, emissions associated with brake and tire wear will remain. We show here that previously unrecognized volatile and semi-volatile organic compounds, which have a similarity to biomass burning emissions are emitted during braking. These include greenhouse gases or, these classified as Hazardous Air Pollutants, as well as nitrogen-containing organics, nitrogen oxides and ammonia. The distribution and reactivity of these gaseous emissions are such that they can react in air to form ozone and other secondary pollutants with adverse health and climate consequences. Some of the compounds may prove to be unique markers of brake emissions. At higher temperatures, nucleation and growth of nanoparticles is also observed. Regions with high traffic, which are often disadvantaged communities, as well as commuters can be impacted by these emissions even after combustion-powered vehicles are phased out.

An explicit review and proposal of an integrated framework system to mitigate the baffling complexities induced by road dust-associated contaminants

Road dust-associated contaminants (RD-AC) are gradually becoming a much thornier problem, as their monotonous correlations render them carcinogenic, mutagenic, and teratogenic. While many studies have examined the harmful effects of road dust on both humans and the environment, few studies have considered the co-exposure risk and gradient outcomes given the spatial extent of RD-AC. In this spirit, this paper presents in-depth elucidation into the baffling complexities induced by both major and emerging contaminants of road dust through a panorama-to-profile up-to-date review of diverse studies unified by the goal of advancing innovative methods to mitigate these contaminants. The paper thoroughly explores the correlations between RD-AC and provides insights to understand their potential in dispersing saprotrophic microorganisms. It also explores emerging challenges and proposes a novel integrated framework system aimed at thermally inactivating viruses and other pathogenic micro-organisms commingled with RD-AC. The main findings are: (i) the co-exposure risk of both major and emerging contaminants add another layer of complexity, highlighting the need for more holistic framework strategies, given the geospatial morphology of these contaminants; (ii) road dust contaminants show great potential for extended prevalence and severity of viral particles pollution; (iii) increasing trend of environmentally persistent free radicals (EPFRs) in road dust, with studies conducted solely in China thus far; and (iv) substantial hurdle exists in acquiring data concerning acute procedural distress and long-term co-exposure risk to RD-ACs. Given the baffling complexities of RD-ACs, co-exposure risk and the need for innovative mitigation strategies, the study underscore the significance of establishing robust systems for deep road dust contaminants control and future research efforts while recognizing the interconnectivity within the contaminants associated with road dust.

Everything falls apart: How solids degrade and release nanomaterials, composite fragments, and microplastics

To ensure the safe use of materials, one must assess the identity and quantity of exposure. Solid materials, such as plastics, metals, coatings and cements, degrade to some extent during their life cycle, and releases can occur during manufacturing, use and end-of-life. Releases (e.g., what is released, how does release happen, and how much material is released) depend on the composition and internal (nano)structures of the material as well as the applied stresses during the lifecycle. We consider, in some depth, releases from mechanical, weathering and thermal stresses and specifically address the use cases of fused-filament 3D printing, dermal contact, food contact and textile washing. Solid materials can release embedded nanomaterials, composite fragments, or micro- and nanoplastics, as well as volatile organics, ions and dissolved organics. The identity of the release is often a heterogenous mixture and requires adapted strategies for sampling and analysis, with suitable quality control measures. Control materials enhance robustness by enabling comparative testing, but reference materials are not always available as yet. The quantity of releases is typically described by time-dependent rates that are modulated by the nature and intensity of the applied stress, the chemical identity of the polymer or other solid matrix, and the chemical identity and compatibility of embedded engineered nanomaterials (ENMs) or other additives. Standardization of methods and the documentation of metadata, including all the above descriptors of the tested material, applied stresses, sampling and analytics, are identified as important needs to advance the field and to generate robust, comparable assessments. In this regard, there are strong methodological synergies between the study of all solid materials, including the study of micro- and nanoplastics. From an outlook perspective, we review the hazard of the released entities, and show how this informs risk assessment. We also address the transfer of methods to related issues such as tyre wear, advanced materials and advanced manufacturing, biodegradable polymers, and non-solid matrices. As the consideration of released entities will become more routine in industry via lifecycle assessment in Safe-and-Sustainable-by-Design practices, release assessments will require careful design of the study with quality controls, the use of agreed-on test materials and standardized methods where these exist and the adoption of clearly defined data reporting practices that enable data reuse, meta-analyses, and comparative studies.

High-time resolution PM2.5 source apportionment assisted by spectrum-based characteristics analysis

Characteristics extraction and anomaly analysis based on frequency spectrum can provide crucial support for source apportionment of PM2.5 pollution. In this study, an effective source apportionment framework combining the Fast Fourier Transform (FFT)- and Continuous Wavelet Transform (CWT)-based spectral analyses and Positive Matrix Factorization (PMF) receptor model is developed for spectrum characteristics extraction and source contribution assessment. The developed framework is applied to Beijing during the winter heating period with 1-h time resolution. The spectrum characteristics of anomaly frequency, location, duration and intensity of PM2.5 pollution can be captured to gain an in-depth understanding of source-oriented information and provide necessary indicators for reliable PMF source apportionment. The combined analysis demonstrates that the secondary inorganic aerosols make relatively high contributions (50.59 %) to PM2.5 pollution during the winter heating period in Beijing, followed by biomass burning, vehicle emission, coal combustion, road dust, industrial process and firework emission sources accounting for 15.01 %, 11.00 %, 10.70 %, 5.31 %, 3.88 %, and 3.51 %, respectively. The source apportionment result suggests that combining frequency spectrum characteristics with source apportionment can provide consistent rationales for understanding the temporal evolution of PM2.5 pollution, identifying the potential source types and quantifying the related contributions.

Direct measurement of brake and tire wear particles based on real-world driving conditions

With implementing vehicle emission control policies, tailpipe particulate emissions have been gradually controlled, and the relative contribution of non-tailpipe particulate emissions, such as brake and tire wear, has further increased. A unified and scientific method for sampling non-tailpipe particulate matter (PM) emissions is essential to improve the accuracy of the emission characteristics and factors. This study proposes a novel sampling method based on real-world driving conditions to obtain information on emissions and extract characteristic conditions for tire and brake pad wear. We extracted 200 representative braking segments for simulation experiments based on road type, initial and final velocities, temperature, and deceleration rate. Two standard test cycles to simulate the tire wear conditions of the front and rear wheels were constructed based on velocity, lateral, and vertical forces. Under the real-world driving condition test cycle, the emission factors of PM2.5 and PM10 for brake wear particles of passenger vehicles were 2.66 mg/km and 11.65 mg/km, respectively. In contrast, the emission factors of PM2.5 and PM10 for tire wear particles were 0.21 mg/km and 1.27 mg/km, respectively. Moreover, this study provides insights and basic data for localizing and improving the emission model, which can enhance its applicability and accuracy.

Characterizing accumulation and negative effects of aerosol particles on the leaves of urban trees

Urban vegetation can alleviate particulate matter (PM) pollution. Many studies examined the PM retention efficiencies of different plant species, but the PM changes retained on leaf surfaces and their effects on plant leaves have rarely been explored. In this study, two common urban greening tree species of the Yangtze River Delta (i.e., Broussonetia papyrifera and Osmanthus fragrans) were selected to explore the compositions of retained PM and assess their adverse impacts on leaf functional traits. Compared with B. papyrifera, O. fragrans with higher wax content was more efficient in particle accumulation, specifically fine (Φ ≤ 2.5 μm) and coarse (2.5 < Φ ≤ 10 μm) particles. The number density and mass concentration of retained PM on plant leaves tended to increase during the accumulation period. Plant species and accumulation time were two major factors to influence particle retention efficiency. Interestingly, the accumulation of particle retention influenced leaf functional traits, such as photosynthesis rate, stomatal conductance, and transpiration rate. The microscopic observations of PM on leaves confirmed that the toxic components of the retained particles potentially caused leaf injury and stomatal damage. Therefore, the acclimation mechanisms of plants responding to the retained urban aerosols should be paid attention in highly polluted areas.

Biological effects of brake wear particles in mammalian models: A systematic review

Road traffic is a major contributor to air pollution through aerosols both from exhaust emissions (EE) and non-exhaust emissions (NEE). NEE result from mechanical abrasion of brakes and tires, erosion of road surfaces and resuspension of road dust into the atmosphere by passing traffic. EE have been thoroughly studied and have decreased over time due to a stricter control. On the other hand, NEE have not received such attention and there is currently no legislation to specifically reduce NEE particles. Consequently, NEE relative part has become prevalent, potentially making of these emissions a major human health concern. The aim of this systematic review was to provide an overview of the current state of knowledge on the biological effects of brake wear particles, a type of NEE. To this end, we conducted a bibliographic search of two databases (PubMed and Web of Science) on June 1, 2023, focusing on the toxicological effects of brake wear particles induced in vitro and in vivo. We excluded reviews (no original experimental data), papers not written in English, studies performed in non-mammalian models and papers where no toxicity data were reported. Of the 291 papers, 19 were found to be relevant and included in our analysis, confirming that the assessment of the brake wear particles toxicity in mammalian models is still limited. This review also reports that brake wear particles can induce oxidative stress, proinflammatory response and DNA damage. Finally, some perspectives for further research and measures to mitigate the risk of brake wear emissions are discussed.

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.

Airway contraction and cytokine release in isolated rat lungs induced by wear particles from the road and tire interface and road vehicle brakes

The dominant road traffic particle sources are wear particles from the road and tire interface, and from vehicle brake pads. The aim of this work was to investigate the effect of road and brake wear particles on pulmonary function and biomarkers in isolated perfused rat lungs. Particles were sampled from the studded tire wear of three road pavements containing different rock materials in a road simulator; and from the wear of two brake pad materials using a pin-on-disk machine. Isolated rat lungs inhaled the coarse and fine fractions of the sampled particles resulting in an estimated total particle lung dose of 50 μg. The tidal volume (TV) was measured during the particle exposure and the following 50 min. Perfusate and BALF were analyzed for the cytokines TNF, CXCL1 and CCL3. The TV of lungs exposed to rock materials was significantly reduced after 25 min of exposure compared to the controls, for quartzite already after 4 min. The particles of the heavy-duty brake pads had no effect on the TV. Brake particles resulted in a significant elevation of CXCL1 in the perfusate. Brake particles showed significant elevations of all three measured cytokines, and quartzite showed a significant elevation of TNF in BALF. The study shows that the toxic effect on lungs exposed to airborne particles can be investigated using measurements of tidal volume. Furthermore, the study shows that the choice of rock material in road pavements has the potential to affect the toxicity of road wear PM10.

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.

Fine Particulate Matter Metal Composition, Oxidative Potential, and Adverse Birth Outcomes in Los Angeles

BACKGROUND

Although many studies have linked prenatal exposure to PM 2.5 to adverse birth outcomes, little is known about the effects of exposure to specific constituents of PM 2.5 or mechanisms that contribute to these outcomes.

OBJECTIVES

Our objective was to investigate effects of oxidative potential and PM 2.5 metal components from non-exhaust traffic emissions, such as brake and tire wear, on the risk of preterm birth (PTB) and term low birth weight (TLBW).

METHODS

For a birth cohort of 285,614 singletons born in Los Angeles County, California, in the period 2017-2019, we estimated speciated PM 2.5 exposures modeled from land use regression with cokriging, including brake and tire wear related metals (barium and zinc), black carbon, and three markers of oxidative potential (OP), including modeled reactive oxygen species based on measured iron and copper (ROS), OH formation (OP OH ), and dithiothreitol (DTT) loss (OP DTT ). Using logistic regression, we estimated odds ratios (OR) and 95% confidence intervals (CI) for PTB and TLBW with speciated PM 2.5 exposures and PM 2.5 mass as continuous variables scaled by their interquartile range (IQR).

RESULTS

For both metals and oxidative potential metrics, we estimated increased risks for PTB (ORs ranging from 1.01 to 1.03) and TLBW (ORs ranging from 1.02 to 1.05) per IQR exposure increment that were robust to adjustment for PM 2.5 mass. Associations for PM 2.5 mass, black carbon, metal components, and oxidative potential (especially ROS and OP OH ) with adverse birth outcomes were stronger in Hispanic, Black, and mixed-race or Native American women.

DISCUSSION

Our results indicate that exposure to PM 2.5 metals from brake and tire wear and particle components that contribute to oxidative potential were associated with an increased risk of PTB and TLBW in Los Angeles County, particularly among Hispanic, Black, and mixed-race or Native American women. Thus, reduction of PM 2.5 mass only may not be sufficient to protect the most vulnerable pregnant women and children from adverse effects due to traffic source exposures. https://doi.org/10.1289/EHP12196.

Insights on non-exhaust emissions: An approach for the chemical characterization of debris generated during braking

Up to 50 % of total PM2.5 emissions are due to particles derived from the automotive sector, and both exhaust and non-exhaust emissions contribute to the pollution of urban areas. Fuel incomplete combustion, or lubricant degradation due to high temperatures during the combustion process, are responsible for exhaust emissions. The non-exhaust ones concern brakes, tires and road surface-wear emissions and road resuspension contribution. The present study aims to provide a methodological approach for a detailed chemical characterization of wear friction products by means of a large array of techniques including spectroscopic tools, thermogravimetric analysis (TGA), chromatography, morphological and elemental analysis. The dust sample derived from the wear of a brake pad material was collected after a Noise & Vibration Harshness (NVH) test under loads similar to a Worldwide Light vehicle Test Procedure (WLTP) braking cycle. The TGA shows that only a small fraction is burned during the test in an oxidizing environment, testifying that the sample consists mostly of metals (more than 90 %). Fe exhibits the highest concentrations (50-80 %, even in the form of oxides). Also other kinds of metals, such as Zn, Al, Mg, Si, S, Sn, Mn, occur in small quantities (about 1-2% each). This finding is confirmed by X-ray diffraction (XRD) analysis. The organic fraction of the debris, investigated by means of Raman spectroscopy, has an evident aromatic character, probably due to oxidative phenomena occurring during the braking cycle test. Noteworthy, the extraction of the dust sample with organic solvents, revealed for the first time the presence of ultrafine particles (UFPs), even in the range of few nanometers (nanoparticles), and polycyclic aromatic hydrocarbons (PAHs), recognized as highly toxic compounds. The simultaneous presence of toxic organic carbon and metals makes of concern the non-exhaust emissions and mandatory a deep insight on their structure and detailed composition.

Heavy vehicles' non-exhaust exhibits competitive contribution to PM2.5 compared with exhaust in port and nearby areas

Heavy port transportation networks are increasingly considered as significant contributors of PM2.5 pollution compared to vessels in recent decades. In addition, evidence points to the non-exhaust emission of port traffic as the real driver. This study linked PM2.5 concentrations to varied locations and traffic fleet characteristics in port area through filter sampling. The coupled emission ratio-positive matrix factorisation (ER-PMF) method resolves source factors by avoiding direct overlap from collinear sources. In the port central and entrance areas, freight delivery activity emissions including vehicle exhaust and non-exhaust particles, as well as induced road dust resuspension, accounted for nearly half of the total contribution (42.5%-49.9%). In particular, the contribution of non-exhaust from denser traffic with high proportion of trucks was competitive and equivalent to 52.3% of that from exhaust. Backward trajectory statistical models further interpreted the notably larger-scale coverage of non-exhaust emissions in the port's central area. The distribution of PM2.5 were interpolated within the scope of the port and nearby urban areas, displaying the potential contribution of non-exhaust within 1.15 μg/m3-4.68 μg/m3, slightly higher than the urban detections reported nearby. This study may provide useful insights into the increasing percentage of non-exhaust from trucks in ports and nearby urban areas and facilitate supplementary data collection on Euro-VII type-approval limit settings.

Role of different mechanisms in pro-inflammatory responses triggered by traffic-derived particulate matter in human bronchiolar epithelial cells

BACKGROUND

Traffic-derived particles are important contributors to the adverse health effects of ambient particulate matter (PM). In Nordic countries, mineral particles from road pavement and diesel exhaust particles (DEP) are important constituents of traffic-derived PM. In the present study we compared the pro-inflammatory responses of mineral particles and DEP to PM from two road tunnels, and examined the mechanisms involved.

METHODS

The pro-inflammatory potential of 100 µg/mL coarse (PM10-2.5), fine (PM2.5-0.18) and ultrafine PM (PM0.18) sampled in two road tunnels paved with different stone materials was assessed in human bronchial epithelial cells (HBEC3-KT), and compared to DEP and particles derived from the respective stone materials. Release of pro-inflammatory cytokines (CXCL8, IL-1α, IL-1β) was measured by ELISA, while the expression of genes related to inflammation (COX2, CXCL8, IL-1α, IL-1β, TNF-α), redox responses (HO-1) and metabolism (CYP1A1, CYP1B1, PAI-2) was determined by qPCR. The roles of the aryl hydrocarbon receptor (AhR) and reactive oxygen species (ROS) were examined by treatment with the AhR-inhibitor CH223191 and the anti-oxidant N-acetyl cysteine (NAC).

RESULTS

Road tunnel PM caused time-dependent increases in expression of CXCL8, COX2, IL-1α, IL-1β, TNF-α, COX2, PAI-2, CYP1A1, CYP1B1 and HO-1, with fine PM as more potent than coarse PM at early time-points. The stone particle samples and DEP induced lower cytokine release than all size-fractionated PM samples for one tunnel, and versus fine PM for the other tunnel. CH223191 partially reduced release and expression of IL-1α and CXCL8, and expression of COX2, for fine and coarse PM, depending on tunnel, response and time-point. Whereas expression of CYP1A1 was markedly reduced by CH223191, HO-1 expression was not affected. NAC reduced the release and expression of IL-1α and CXCL8, and COX2 expression, but augmented expression of CYP1A1 and HO-1.

CONCLUSIONS

The results indicate that the pro-inflammatory responses of road tunnel PM in HBEC3-KT cells are not attributed to the mineral particles or DEP alone. The pro-inflammatory responses seem to involve AhR-dependent mechanisms, suggesting a role for organic constituents. ROS-mediated mechanisms were also involved, probably through AhR-independent pathways. DEP may be a contributor to the AhR-dependent responses, although other sources may be of importance.

Decryption analysis of antimony pollution sources in PM2.5 through a multi-source isotope mixing model based on lead isotopes

Antimony (Sb) in PM_2.5 has attracted close attention as a new air pollutant due to its extensive use in daily life. The identification of antimony sources in PM_2.5 by scientific methods is important to control its pollution. In this study, the Sb and other elements concentrations and Pb isotopic compositions in PM_2.5 and possible pollution sources (soil, road dust, traffic emission, coal-fired fly ash, local factory emission dust and cement dust) were analyzed. The results showed that the Sb in the PM_2.5 samples had seasonal change. The enrichment factors of Sb in PM_2.5 samples were all above 100 in four seasons, which indicated anthropogenic pollution. The average value of potential ecological risk index was at extremely high-risk level greater than 320. Based on Pearson correlation coefficient and hierarchical cluster analysis results, the pollution sources of antimony and lead in PM_2.5 samples were highly consistent which means that Pb isotopes might be a new and feasible tracer for Sb pollution in air. The sources analysis results based on Pb isotopes indicated that the proportion of Pb and Sb from coal-fired fly ash was the highest in winter (47.7%) and inclined to road dust in spring (34.5%), but it was mainly from traffic emissions in summer and autumn (34.2% and 32.8%). This study showed that Pb isotope tracing can be applied to predict the potential pollution sources, and it was also a feasible substitute for tracing Sb pollution in PM_2.5.

Brake wear-derived particles: Single-particle mass spectral signatures and real-world emissions

Brake wear is an important but unregulated vehicle-related source of atmospheric particulate matter (PM). The single-particle spectral fingerprints of brake wear particles (BWPs) provide essential information for understanding their formation mechanism and atmospheric contributions. Herein, we obtained the single-particle mass spectra of BWPs by combining a brake dynamometer with an online single particle aerosol mass spectrometer and quantified real-world BWP emissions through a tunnel observation in Tianjin, China. The pure BWPs mainly include three distinct types of particles, namely, Ba-containing particles, mineral particles, and carbon-containing particles, accounting for 44.2%, 43.4%, and 10.3% of the total BWP number concentration, respectively. The diversified mass spectra indicate complex BWP formation pathways, such as mechanical, phase transition, and chemical processes. Notably, the mass spectra of Ba-containing particles are unique, which allows them to serve as an excellent indicator for estimating ambient BWP concentrations. By evaluating this indicator, we find that approximately 4.0% of the PM in the tunnel could be attributable to brake wear; the real-world fleet-average emission factor of 0.28 mg km^-1 veh^-1 is consistent with the estimation obtained using the receptor model. The results presented herein can be used to inform assessments of the environmental and health impacts of BWPs to formulate effective emissions control policies.

Effects of brake wear nanoparticles on the protection and repair functions of the airway epithelium

Long term exposure to particulate air pollution is known to increase respiratory morbidity and mortality. In urban areas with dense traffic most of these particles are generated by vehicles, via engine exhaust or wear processes. Non-exhaust particles come from wear processes such as those concerning brakes and their toxicity is little studied. To improve our understanding of the lung toxicity mechanisms of the nanometric fraction of brake wear nanoparticles (BWNPs), we studied whether these particles affect the barrier properties of the respiratory epithelium considering particle translocation, mucus production and repair efficiency. The Calu-3 cell line grown in two-compartment chambers was used to mimic the bronchial epithelial barrier. BWNPs detected by single-particle ICP-MS were shown to cross the epithelial tissue in small amounts without affecting the barrier integrity properties, because the permeability to Lucifer yellow was not increased and there was no cytotoxicity as assessed by the release of lactate-dehydrogenase. The interaction of BWNPs with the barrier did not induce a pro-inflammatory response, but increased the expression and production of MU5AC, a mucin, by a mechanism involving the epidermal growth factor receptor pathway. During a wound healing assay, BWNP-loaded cells exhibited the same ability to migrate, but those at the edge of the wound showed higher 5-ethynyl-2'-deoxyuridine incorporation, suggesting a higher proliferation rate. Altogether these results showed that BW. NPs do not exert overt cytotoxicity and inflammation but can translocate through the epithelial barrier in small amounts and increase mucus production, a key feature of acute inflammatory and chronic obstructive pulmonary diseases. Their loading in epithelial cells may impair the repair process through increased proliferation.

Long-Term Exposure to Traffic-Related Air Pollution and Diabetes: A Systematic Review and Meta-Analysis

Objectives: We report results of a systematic review on the health effects of long-term traffic-related air pollution (TRAP) and diabetes in the adult population. Methods: An expert Panel appointed by the Health Effects Institute conducted this systematic review. We searched the PubMed and LUDOK databases for epidemiological studies from 1980 to July 2019. TRAP was defined based on a comprehensive protocol. Random-effects meta-analyses were performed. Confidence assessments were based on a modified Office for Health Assessment and Translation (OHAT) approach, complemented with a broader narrative synthesis. We extended our interpretation to include evidence published up to May 2022. Results: We considered 21 studies on diabetes. All meta-analytic estimates indicated higher diabetes risks with higher exposure. Exposure to NO₂ was associated with higher diabetes prevalence (RR 1.09; 95% CI: 1.02; 1.17 per 10 μg/m³), but less pronounced for diabetes incidence (RR 1.04; 95% CI: 0.96; 1.13 per 10 μg/m³). The overall confidence in the evidence was rated moderate, strengthened by the addition of 5 recently published studies. Conclusion: There was moderate evidence for an association of long-term TRAP exposure with diabetes.

Origin of non-exhaust PM in cities by individual analysis of particles collected by honey bees (Apis mellifera)

Urban areas present multiple challenges to scientists interested in unraveling the source, transport, and fate of airborne particulate matter (PM). Airborne PM consists of a heterogeneous mixture of particles with different sizes, morphologies, and chemical compositions. However, standard air quality stations only detect the mass concentration of PM mixtures with aerodynamic diameters ≤10 μm (PM₁₀) and/or ≤ 2.5 μm (PM_2.5). During honey bee foraging flights, airborne PM up to 10 μm in size attaches to their bodies, making them suitable for collecting spatiotemporal data on airborne PM. The individual particulate chemistry of this PM can be assessed using scanning electron microscopy coupled with energy-dispersive X-ray spectroscopy on a sub-micrometer scale, allowing accurate identification and classification of the particles. Herein, we analyzed the PM fractions of 10-2.5 μm, 2.5-1 μm, and below 1 μm in average geometric diameter collected by bees from hives located in the city of Milan, Italy. Bees showed contamination by natural dust, originating from soil erosion and rock outcropping in the foraging area, and particles with recurrent heavy metal content, most likely attributed to vehicular braking systems and possibly tires (non-exhaust PM). Notably, approximately 80% of non-exhaust PM was ≤1 μm in size. This study provides a possible alternative strategy to apportion the finer fraction of PM in urban areas and determine citizens' exposure. Our findings may also prompt decision-makers to issue policy addressal for non-exhaust pollution, especially for the ongoing restructuring of European regulations on mobility and the shift toward electric vehicles whose contribution to PM pollution is debated.

Measurement of road traffic brake and tyre dust emissions using both particle composition and size distribution data

Estimates of tyre and brake wear emission factors are presented, derived from data collected from roadside and urban background sites on the premises of the University of Birmingham, located in the UK's second largest city. Size-fractionated particulate matter samples were collected at both sites concurrently in the spring/summer of 2019 and analysed for elemental concentrations and magnetic properties. Using Positive Matrix Factorisation (PMF), three sources were identified in the roadside mass increment of the 1.0-9.9 μm stages of MOUDI impactors located at both sites, namely: brake dust (7.1%); tyre dust (9.6%); and crustal (83%). The large fraction of the mass apportioned to crustal material was suspected to be mainly from a nearby construction site rather than resuspension of road dust. By using Ba and Zn as elemental tracers, brake and tyre wear emission factors were estimated as 7.4 mg/veh.km and 9.9 mg/veh.km, respectively, compared with the PMF-derived equivalent values of 4.4 mg/veh.km and 11 mg/veh.km. Based on the magnetic measurements, an emission factor can be estimated independently for brake dust of 4.7 mg/veh.km. A further analysis was carried out on the concurrently measured roadside increment in the particle number size distribution (10 nm-10 μm). Four factors were identified in the hourly measurements: traffic exhaust nucleation; traffic exhaust solid particles; windblown dust; and an unknown source. The high increment of the windblown dust factor, 3.2 μg/m³, was comparable in magnitude to the crustal factor measured using the MOUDI samples (3.5 μg/m³). The latter's polar plot indicated that this factor was dominated by a large neighbouring construction site. The number emission factors of the exhaust solid particle and exhaust nucleation factors were estimated as 2.8 and 1.9 x 10¹²/veh.km, respectively.

Emission factors for a biofuel impacted fleet in south America's largest metropolitan area

The Metropolitan Area of São Paulo (MASP) is among the largest urban areas in the Southern Hemisphere. Vehicular emissions are of great concern in metropolitan areas and MASP is unique due to the use of biofuels on a large scale (sugar-cane ethanol and biodiesel). In this work, tunnel measurements were employed to assess vehicle emissions and to calculate emission factors (EFs) for heavy-duty and light-duty vehicles (HDVs and LDVs). The EFs were determined for particulate matter (PM) and its chemical compounds. The EFs obtained for 2018 were compared with previous tunnel experiments performed in the same area. An overall trend of reduction of fine and coarse PM, organic carbon (OC), and elemental carbon (EC) EFs for both LDVs and HDVs was observed if compared to those observed in past years, suggesting the effectiveness of vehicular emissions control policies implemented in Brazil. A predominance of Fe, Cu, Al, and Ba metals emission was observed for the LDV fleet in the fine fraction. Cu presented higher emissions than two decades ago, which was associated with the increased use of ethanol fuel in the region. For HDVs, Zn and Pb were mostly emitted in the fine mode and were linked with lubricating oil emissions from diesel vehicles. A predominance in the emission of three- and four-ring polycyclic aromatic hydrocarbons (PAHs) for HDVs and five-ring PAHs for LDVs agreed with what was observed in previous studies. The use of biofuels may explain the lower PAH emissions for LDVs (including carcinogenic BaP) compared to those observed in other countries. The tendency observed was that LDVs emit higher amounts of carcinogenic species. The use of these real EFs in air quality modeling resulted in more accurate simulations of PM concentrations, showing the importance of updating data with real-world measurements.

Effects of oral exposure to brake wear particulate matter on the springtail Orthonychiurus folsomi

Most of the heavy metals in urban environments derives from road traffic, particularly from tyres and brake wear (non-exhaust emission sources). These pollutants contaminate the soil, where several organisms have a primary ecosystem role (e.g., springtails, ants, earthworms). Springtails (Collembola) are soil-dwelling animals regulating soil fertility, flow of energy through above- and below-ground food webs, and they contribute to soil microbial community dispersion and biodiversity maintenance. In this study we investigated the ecotoxicological effects of oral exposure to particles emitted from brake pads and cast-iron brake discs in the euedaphic collembola species Orthonychiurus folsomi under laboratory conditions. Our results showed that chronic exposure to brake wear particles can have sub-lethal effects both at low and high concentrations and it can cause histological alterations. Here, SEM-EDX was applied to observe the particulate and we found its chemical markers in the gut and faeces of collembola, while histological analysis detected alterations of the digestive and reproductive systems and of the abdominal fat body at high concentrations.

Isotopic (Cu, Zn, and Pb) and elemental fingerprints of antifouling paints and their potential use for environmental forensic investigations

Antifouling paints (APs) are one of the important sources of Cu and Zn contamination in coastal environments. This study applied for the first-time a multi-isotope (Cu, Zn, and Pb) and multi-elemental characterization of different AP brands to improve their tracking in marine environments. The Cu and Zn contents of APs were shown to be remarkably high ∼35% and ∼8%, respectively. The δ⁶⁵Cu_AE647, δ⁶⁶Zn_IRMM3702, and ²⁰⁶Pb/²⁰⁷Pb of the APs differed depending on the manufacturers and color (-0.16 to +0.36‰, -0.34 to +0.03‰, and 1.1158 to 1.2140, respectively). A PCA analysis indicates that APs, tires, and brake pads have also distinct elemental fingerprints. Combining isotopic and elemental ratios (e.g., Zn/Cu) allows to distinguish the environmental samples. Nevertheless, a first attempt to apply this approach in highly urbanized harbor areas demonstrates difficulties in source apportionments, because the sediment was chemically and isotopically homogeneous. The similarity of isotope ranges between the harbor and non-exhaust traffic emission sources suggests that most metals are highly affected by urban runoff, and that APs are not the main contributors of these metals. It is suspected that AP-borne contamination should be punctual rather than dispersed, because of APs low solubility properties. Nevertheless, this study shows that the common coastal anthropogenic sources display different elemental and isotopic fingerprints, hence the potential for isotope source tracking applications in marine environments. Further study cases, combined with laboratory experiments to investigate isotope fractionation during releasing the metal sources are necessary to improve non-traditional isotope applications in environmental forensics.

Abundance, distribution, and composition of microplastics in the filter media of nine aged stormwater bioretention systems

Bioretention systems are designed for quality treatment of stormwater. Particulate contaminants are commonly treated efficiently and accumulate mainly in the surface layer of the bioretention filter material. However, concerns exist that microplastic particles may not show equal accumulation behavior as other sediment particles. So far only two field and two laboratory studies are available on the fate of microplastics in few relatively newly built bioretention systems. Therefore, this study investigated the abundance and distribution of microplastics in nine 7-12 years old stormwater bioretention systems. It was found that microplastics generally accumulate on the surface of bioretention systems. Microplastic median particle concentrations decreased significantly from the surface layer (0-5 cm) of the filter material to the 10-15 cm depth layer from 448 to 136 particles/100 g, respectively. The distance to the inlet did not significantly affect the surface accumulation of microplastic particles, suggesting modest spatial variability in microplastics accumulation in older bioretention systems. Further, this study investigated the polymer composition in bioretention systems. It was shown that PP, EVA, PS and EPDM rubber are the most abundant polymer types in bioretention systems. Also, it was found that large percentages of microplastic particles are black particles (median percentage of black particles: 39%) which were found in 28 of the 33 investigated samples. This underlines the importance of including black particles in microplastic studies on stormwater, which has been overlooked in most previous studies.

Ambient ultrafine particle (PM0.1): Sources, characteristics, measurements and exposure implications on human health

The problem of ultrafine particles (UFPs; PM_0.1) has been prevalent since the past decades. In addition to become easily inhaled by human respiratory system due to their ultrafine diameter (<100 nm), ambient UFPs possess various physicochemical properties which make it more toxic. These properties vary based on the emission source profile. The current development of UFPs studies is hindered by the problem of expensive instruments and the inexistence of standardized measurement method. This review provides detailed insights on ambient UFPs sources, physicochemical properties, measurements, and estimation models development. Implications on health impacts due to short-term and long-term exposure of ambient UFPs are also presented alongside the development progress of potentially low-cost UFPs sensors which can be used for future UFPs studies references. Current challenge and future outlook of ambient UFPs research are also discussed in this review. Based on the review results, ambient UFPs may originate from primary and secondary sources which include anthropogenic and natural activities. In addition to that, it is confirmed from various chemical content analysis that UFPs carry heavy metals, PAHs, BCs which are toxic in its nature. Measurement of ambient UFPs may be performed through stationary and mobile methods for environmental profiling and exposure assessment purposes. UFPs PNC estimation model (LUR) developed from measurement data could be deployed to support future epidemiological study of ambient UFPs. Low-cost sensors such as bipolar ion and ionization sensor from common smoke detector device may be further developed as affordable instrument to monitor ambient UFPs. Recent studies indicate that short-term exposure of UFPs can be associated with HRV change and increased cardiopulmonary effects. On the other hand, long-term UFPs exposure have positive association with COPD, CVD, CHF, pre-term birth, asthma, and also acute myocardial infarction cases.

PM2.5 chemical composition and health risks by inhalation near a chemical complex

Particulate matter (PM_2.5) samples were collected in the vicinity of an industrial chemical pole and analysed for organic and elemental carbon (OC and EC), 47 trace elements and around 150 organic constituents. On average, OC and EC accounted for 25.2% and 11.4% of the PM_2.5 mass, respectively. Organic compounds comprised polycyclic aromatic hydrocarbons (PAHs), alkylated PAHs, anhydrosugars, phenolics, aromatic ketones, glycerol derivatives, aliphatic alcohols, sterols, and carboxyl groups, including aromatic, carboxylic and dicarboxylic acids. Enrichment factors > 100 were obtained for Pb, Cd, Zn, Cu, Sn, B, Se, Bi, Sb and Mo, showing the contribution of industrial emissions and nearby major roads. Principal component analysis revealed that vehicle, industrial and biomass burning emissions accounted for 66%, 11% and 9%, respectively, of the total PM_2.5-bound PAHs. Some of the detected organic constituents are likely associated with plasticiser ingredients and thermal stabilisers used in the manufacture of PVC and other plastics in the industrial complex. Photooxidation products of both anthropogenic (e.g., toluene) and biogenic (e.g., isoprene and pinenes) precursors were also observed. It was estimated that biomass burning accounted for 13.8% of the PM_2.5 concentrations and that secondary OC represented 37.6% of the total OC. The lifetime cancer risk from inhalation exposure to PM_2.5-bound PAHs was found to be negligible, but it exceeded the threshold of 10^-6 for metal(loi)s, mainly due to Cr and As.

Prenatal exposure to tailpipe and non-tailpipe tracers of particulate matter pollution and autism spectrum disorders

BACKGROUND

Traffic-related air pollution exposure is associated with increased risk of autism spectrum disorder (ASD). It is unknown whether carbonaceous material from vehicular tailpipe emissions or redox-active non-tailpipe metals, eg. from tire and brake wear, are responsible. We assessed ASD associations with fine particulate matter (PM_2.5) tracers of tailpipe (elemental carbon [EC] and organic carbon [OC]) and non-tailpipe (copper [Cu]; iron [Fe] and manganese [Mn]) sources during pregnancy in a large cohort.

METHODS

This retrospective cohort study included 318,750 children born in Kaiser Permanente Southern California (KPSC) hospitals during 2001-2014, followed until age 5. ASD cases were identified by ICD codes. Monthly estimates of PM_2.5 and PM_2.5 constituents EC, OC, Cu, Fe, and Mn with 4 km spatial resolution were obtained from a source-oriented chemical transport model. These exposures and NO₂ were assigned to each maternal address during pregnancy, and associations with ASD were assessed using Cox regression models adjusted for covariates. PM constituent effect estimates were adjusted for PM_2.5 and NO₂ to assess independent effects. To distinguish ASD risk associated with non-tailpipe from tailpipe sources, the associations with Cu, Fe, and Mn were adjusted for EC and OC, and vice versa.

RESULTS

There were 4559 children diagnosed with ASD. In single-pollutant models, increased ASD risk was associated with gestational exposures to tracers of both tailpipe and non-tailpipe emissions. The ASD hazard ratios (HRs) per inter-quartile increment of exposure) for EC, OC, Cu, Fe, and Mn were 1.11 (95% CI: 1.06-1.16), 1.09 (95% CI: 1.04-1.15), 1.09 (95% CI: 1.04-1.13), 1.14 (95% CI: 1.09-1.20), and 1.17 (95% CI: 1.12-1.22), respectively. Estimated effects of Cu, Fe, and Mn (reflecting non-tailpipe sources) were largely unchanged in two-pollutant models adjusting for PM_2.5, NO₂, EC or OC. In contrast, ASD associations with EC and OC were markedly attenuated by adjustment for non-tailpipe sources.

CONCLUSION

Results suggest that non-tailpipe emissions may contribute to ASD. Implications are that reducing tailpipe emissions, especially from vehicles with internal combustion engines, may not eliminate ASD associations with traffic-related air pollution.

Cellular mechanisms linking to outdoor and indoor air pollution damage during pregnancy

Pregnancies are a critical window period for environmental influences over the mother and the offspring. There is a growing body of evidence associating indoor and outdoor air pollution exposure to adverse pregnancy outcomes such as preterm birth and hypertensive disorders of pregnancy. Particulate matter (PM) could trigger oxi-inflammation and could also reach the placenta leading to placental damage with fetal consequences. The combination of strategies such as risk assessment, advise about risks of environmental exposures to pregnant women, together with nutritional strategies and digital solutions to monitor air quality can be effective in mitigating the effects of air pollution during pregnancy.

On-road vehicular emission characterization from the road-tunnel measurements in India: Morphology, emission factors, and sources

In India, there is very limited data on vehicular emission characterization in real-world driving conditions and the contribution of non-exhaust vehicular emissions to ambient particulate matter (PM) is still unanswered. Furthermore, there are no real-world emission factors (EFs) for the PM constituents. Thus, this study aims to characterize the trace elements and metals, and black carbon (BC) in PM_2.5 and PM₁₀ from the light-duty vehicles (LDVs) and mixed vehicular fleet with significant contribution of heavy-duty vehicles (HDVs) through road-tunnel measurements. Real-world EFs were estimated for the measured PM chemical constituents. Further, source apportionment was carried out to find the plausible sources and their contribution to total PM_2.5 and PM₁₀ road traffic emissions. Air pollutant and traffic measurements were conducted at two roadway tunnels: Eastern Freeway tunnel (FT; only LDVs) and Kamshet-I tunnel (KT; 80% LDVs & 20% HDVs) in Mumbai, India covering both peak and off-peak traffic hours. Major elements (Al, Ca, Fe, K, Mg, and Na) constitute 90─93% of total measured elemental concentrations in both PM_2.5 and PM₁₀ road traffic emissions. Overall, the elemental concentrations were higher for the HDV-dominant fleet than the LDV-fleet for both PM_2.5 and PM₁₀. Similarly, BC was higher for the HDV-dominant fleet which is corroborated by the morphological analysis. The measured BC, trace elements and metals EFs in this study were higher than those reported than previous road tunnel studies with similar vehicle composition indicating the presence of high-emitting vehicles in this study. The dominant proportion of PM_2.5 road traffic emissions was from the tailpipe (52%) followed by brake wear (30%) and vehicular driven resuspended road dust (18%). Whilst, resuspended road dust (63%) was identified as the major source of PM₁₀ traffic emissions followed by vehicular exhaust (28%) and brake wear (9%). With the potential increase in the share of electric and hybrid vehicles in the vehicular fleet, the relative contribution of non-exhaust emissions to the airborne PM will be more significant. Hence, there is an imminent need to regulate non-exhaust vehicular emissions.

PM2.5 exceedances and source appointment as inputs for an early warning system

Between June 2018 and April 2019, a sampling campaign was carried out to collect PM_2.5, monitoring meteorological parameters and anthropogenic events in the Sartenejas Valley, Venezuela. We develop a logistic model for PM_2.5 exceedances (≥ 12.5 µg m^-3). Source appointment was done using elemental composition and morphology of PM by scanning electron microscopy coupled with energy dispersive spectroscopy (SEM-EDS). A proposal of an early warning system (EWS) for PM pollution episodes is presented. The logistic model has a holistic success rate of 94%, with forest fires and motor vehicle flows as significant variables. Source appointment analysis by occurrence of events showed that samples with higher concentrations of PM had carbon-rich particles and traces of K associated with biomass burning, as well as aluminosilicates and metallic elements associated with resuspension of soil dust by motor-vehicles. Quantitative source appointment analysis showed that soil dust, garbage burning/marine aerosols and wildfires are three majority sources of PM. An EWS for PM pollution episodes around the Sartenejas Valley is proposed considering the variables and elements mentioned.

Concentrations of tire wear microplastics and other traffic-derived non-exhaust particles in the road environment

Tire wear particles (TWP) are assumed to be one of the major sources of microplastic pollution to the environment. However, many of the previously published studies are based on theoretical estimations rather than field measurements. To increase the knowledge regarding actual environmental concentrations, samples were collected and analyzed from different matrices in a rural highway environment to characterize and quantify TWP and other traffic-derived non-exhaust particles. The sampled matrices included road dust (from kerb and in-between wheeltracks), runoff (water and sediment), and air. In addition, airborne deposition was determined in a transect with increasing distance from the road. Two sieved size fractions (2-20 µm and 20-125 µm) were analyzed by automated Scanning Electron Microscopy/Energy Dispersive X-ray spectroscopy (SEM/EDX) single particle analysis and classified with a machine learning algorithm into the following subclasses: TWP, bitumen wear particles (BiWP), road markings, reflecting glass beads, metals, minerals, and biogenic/organic particles. The relative particle number concentrations (%) showed that the runoff contained the highest proportion of TWP (up to 38 %). The share of TWP in kerb samples tended to be higher than BiWP. However, a seasonal increase of BiWP was observed in coarse (20-125 µm) kerb samples during winter, most likely reflecting studded tire use. The concentration of the particle subclasses within airborne PM_80-1 decreases with increasing distance from the road, evidencing road traffic as the main emission source. The results confirm that road dust and the surrounding environment contain traffic-derived microplastics in both size fractions. The finer fraction (2-20 µm) dominated (by mass, volume, and number) in all sample matrices. These particles have a high potential to be transported in water and air far away from the source and can contribute to the inhalable particle fraction (PM₁₀) in air. This highlights the importance of including also finer particle fractions in future investigations.

Impact of vehicle type, tyre feature and driving behaviour on tyre wear under real-world driving conditions

Tyre wear generates not only large pieces of microplastics but also airborne particle emissions, which have attracted considerable attention due to their adverse impacts on the environment, human health, and the water system. However, the study on tyre wear is scarce in real-world driving conditions. In the present study, the left-front and left-rear tyre wear in terms of volume lost in mm³ of 76 taxi cars was measured about every three months. This study covered 22 months from September 2019 to June 2021 and included more than 500 measurements in total. Some of the data was used to evaluate the effects of vehicle type and tyre type on tyre wear. In addition, a machine learning method (i.e., Extreme gradient boosting (XGBoost)) was used to probe the effect of driving behaviour on tyre wear by monitoring real-time driving behaviour. The current statistical results showed that, on average, the tyre wear was 72 mg veh^-1 km^-1 for a hybrid car and 53 mg veh^-1 km^-1 for a conventional internal combustion engine car. The average tyre wear measured for a taxi vehicle configuration featuring winter tyres was 160 mg veh^-1 km^-1, which was 1.4 and 3.0 times as much as those with all-season tyres and summer tyres, respectively. The wear rate of left-front tyres was 1.7 times higher than that of left-rear tyres. The XGBoost results indicated that compared to driving behaviour, tyre type and tyre position had more important effects on tyre wear. Among driving behaviours, braking and accelerating events presented the most considerable impact on tyre wear, followed by cornering manoeuvres and driving speed. Thus, it seems that limiting harsh braking and acceleration has the potential to reduce tyre wear significantly.

Well-to-wheel emissions and abatement strategies for passenger vehicles in two Latin American cities

More stringent standards for engines and fuels are progressively implemented as alternatives to reduce on-road vehicle emissions. While electric vehicles appear as a perfect alternative since their engines do not emit pollutants, wear and dust resuspension (W&R) and indirect emissions associated with electricity production remain significant sources of pollution. This work compares well-to-wheel emissions (WTW) and abatement strategies for various types of passenger vehicles in Bogotá and Santiago for different pollutants (CO, PM_2.5, SO₂, and NOx) and greenhouse gases like CO₂ equivalent (CO₂-Eq). Results show that WTW baseline emissions are more extensive in Bogotá than in Santiago (i.e., 58 and 30% for PM_2.5 and CO₂-Eq), mainly due to the higher vehicle activity and older state of Bogotá's fleet. We also evaluated extreme scenarios to assess the potential of a given vehicle technology or energy source to reduce emissions. We assessed, in particular, the replacement of all current vehicles by (1) conventional technologies with stricter emission standards and (2) battery electric vehicles powered with different energy resources. Our results indicate that replacing the current fleet with modern combustion technologies has a lower reduction potential than battery electric vehicles, but these reductions largely depend on the energy mix. Substitution by electric vehicles powered with electricity from renewable energies is the most efficient scenario in both cities. Finally, results also stress the importance of the resuspension of deposited road dust and brake and tire wear emissions in both cities as a crucial source of PM_2.5, which must be better controlled.

PM10 prediction for brake wear of passenger car during different test driving cycles

PM₁₀ emissions generated from the brake wear of passenger car per braking event during three test driving cycles (WLTP, LACT, and WLTP-Brake) were studied using a finite element analysis (FEA) approach in combination with the relationship among the mass emitted rate of airborne particles versus local contact pressure and sliding speed. In addition, PM₁₀ emissions were measured per braking event during the WLTP-Brake cycle on a brake dynamometer using an electrical low-pressure impactor (ELPI+) to validate the proposed FEA approach. The simulated and experimental results for WLTP-Brake illustrated that the proposed simulation approach has the potential to predict PM₁₀ from brake wear per braking event, with an R² value of 0.93. The FEA results of three test driving cycles showed that there was a gradient rise in pad wear on both sides from the inner to outer radii. The simulated PM₁₀ emission factors during the WLTP, LACT, and WLTP-Brake were 7.9 mg km^-1 veh^-1, 9.8 mg km^-1 veh^-1, and 6.4 mg km^-1 veh^-1, respectively. Among three test driving cycles, the ratio of PM₁₀ to total brake wear mass per braking event was the largest for the LACT, followed by WLTP and WLTP-Brake. From a practical application perspective, reducing the frequency of high-speed braking may be an effective way to decrease the generation of PM₁₀ emissions.

Effect of treadwear grade on the generation of tire PM emissions in laboratory and real-world driving conditions

Tires generally wear out due to the friction between the tire and the road surface. Minimizing tire wear could reduce the non-exhaust particulate matter (PM) emissions from tires. Typically, tire treadwear grade can be used as an indicator of PM emissions from tires. Tires that wear out quickly will produce higher PM emissions than more durable tires. In this study, the effect of treadwear grade on the generation of tire PM emissions was investigated through laboratory and on-road driving measurements. In the laboratory measurements, a tire wear simulator installed in an enclosed chamber was used to eliminate artifacts caused by interfering particles during the generation and measurement of tire wear particles. For realistic on-road driving measurements, a mobile sampling vehicle was employed to sample road dust. The road dust was chemically analyzed using pyrolysis gas chromatography-mass spectrometry (GC-MS) to characterize the tire-road wear particles. Both measurements showed that the higher treadwear grade generated lower tire PM emissions due to the high strength of the rubber, except for the UTQG 700 tire. The UTQG 700 tire, which had the highest treadwear grade, produced higher PM emissions than the UTQG 350 and 500 tires because it readily formed the fine particles due to lamellar peeling rather than tearing or curling of tire treads. Notably, tire nanoparticles were observed in laboratory measurements due to the volatilization and nucleation of the sulphur (S) and zinc (Zn) compounds in the tire tread due to the frictional heat between the tire and paved road surface.

Quantifying factors affecting contributions of roadway exhaust and non-exhaust emissions to ambient PM10-2.5 and PM2.5-0.2 particles

Traffic-related particulate matter (PM) plays an important role in urban air pollution. However, sources of urban pollution are difficult to distinguish. This study utilises a mobile particle concentrator platform and statistical tools to investigate factors affecting roadway ambient coarse particle (PM_10-2.5) and fine particle (PM_2.5-0.2) concentrations in greater Boston, USA. Positive matrix factorization (PMF) identified six PM_10-2.5 sources (exhaust, road salt, brake wear, regional pollution, road dust resuspension and tyre-road abrasion) and seven fine particle sources. The seven PM_2.5-0.2 sources include the six PM_10-2.5 sources and a source rich in Cr and Ni. Non- exhaust traffic-related sources together accounted for 65.6% and 29.1% of the PM_10-2.5 and PM_2.5-0.2 mass, respectively. While the respective contributions of exhaust sources were 10.4% and 20.7%. The biggest non-exhaust contributor in the PM_10-2.5 was road dust resuspension, accounting for 29.6%, while for the PM_2.5-0.2, the biggest non-exhaust source was road-tyre abrasion, accounting for 12.3%. We used stepwise general additive models (sGAMs) and found statistically significant (p < 0.05) effects of temperature, number of vehicles and rush hour periods on exhaust, brake wear, road dust resuspension and road-tyre abrasion with relative importance between 19.1 and 62.2%, 12.5-42.1% and 4.4-42.2% of the sGAM model's explained variability. Speed limit and road type were also important factors for exhaust, road-tyre and brake wear sources. Meteorological variables of wind speed and relative humidity were significantly associated with both coarse and fine road dust resuspension and had a combined relative importance of 38% and 48%. The quantifying results of the factors that influence traffic-related sources can offer key insights to policies aiming to improve near-road air quality.

Development of Dust Collectors to Reduce Brake Wear PM Emissions

In this study, two different dust collectors, one based on an inertial separator and the other based on an electrostatic precipitator (ESP), were developed in order to reduce brake wear particulate matter (PM) emissions. Additionally, the collection efficiencies for brake wear particles (BWPs) of the inertial separator and the ESP were evaluated according to brake pad type. In the case of the inertial separator, the BWP collection efficiencies for the low-metallic (LM) and non-asbestos organic (NAO) pads were similar, and the cut-off size at 50% collection efficiency (D50) was 2.2 µm. The ESP was designed without an additional electrostatic charging device because naturally induced electrostatic charging occurred due to the friction between the brake disc and pad. The BWP collection efficiency of the ESP was higher for NAO pad than for LM pad because the BWPs generated from the NAO pad contained a relatively low iron (Fe) component compared to that of the LM pad, thereby generating more frictional electricity. The maximum ESP collection efficiencies of the BWPs generated from the LM and NAO pads were determined to be 60% and 75%, respectively, and the remaining BWPs that were not collected were presumed to be particles that were not frictionally charged.

Road tunnel-derived coarse, fine and ultrafine particulate matter: physical and chemical characterization and pro-inflammatory responses in human bronchial epithelial cells

BACKGROUND

Traffic particulate matter (PM) comprises a mixture of particles from fuel combustion and wear of road pavement, tires and brakes. In countries with low winter temperatures the relative contribution of mineral-rich PM from road abrasion may be especially high due to use of studded tires during winter season. The aim of the present study was to sample and characterize size-fractioned PM from two road tunnels paved with different stone materials in the asphalt, and to compare the pro-inflammatory potential of these fractions in human bronchial epithelial cells (HBEC3-KT) in relation to physicochemical characteristics.

METHODS

The road tunnel PM was collected with a vacuum pump and a high-volume cascade impactor sampler. PM was sampled during winter, both during humid and dry road surface conditions, and before and after cleaning the tunnels. Samples were analysed for hydrodynamic size distribution, content of elemental carbon (EC), organic carbon (OC) and endotoxin, and the capacity for acellular generation of reactive oxygen species. Cytotoxicity and pro-inflammatory responses were assessed in HBEC3-KT cells after exposure to coarse (2.5-10 μm), fine (0.18-2.5 μm) and ultrafine PM (≤ 0.18 μm), as well as particles from the respective stone materials used in the pavement.

RESULTS

The pro-inflammatory potency of the PM samples varied between road tunnels and size fractions, but showed more marked responses than for the stone materials used in asphalt of the respective tunnels. In particular, fine samples showed significant increases as low as 25 µg/mL (2.6 µg/cm²) and were more potent than coarse samples, while ultrafine samples showed more variable responses between tunnels, sampling conditions and endpoints. The most marked responses were observed for fine PM sampled during humid road surface conditions. Linear correlation analysis showed that particle-induced cytokine responses were correlated to OC levels, while no correlations were observed for other PM characteristics.

CONCLUSIONS

The pro-inflammatory potential of fine road tunnel PM sampled during winter season was high compared to coarse PM. The differences between the PM-induced cytokine responses were not related to stone materials in the asphalt. However, the ratio of OC to total PM mass was associated with the pro-inflammatory potential.

Pollutants Concentration during the Construction and Operation Stages of a Long Tunnel: A Case Study of Lowari Tunnel, (Dir–Chitral), Khyber Pakhtunkhwa, Pakistan

Long tunnels with significant overburden, changeable geological conditions, a steep gradient, water infiltration, and heavy traffic flow are susceptible to environmental concerns during both construction and operation. The availability of fresh air and visibility is the most important necessity in excavation for tunnel workers inside the tunnel during the construction phase, as well as those crossing the tunnel during operation. Lowari Tunnel’s tunnel air pollutants were researched. Carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), hydrogen sulfide (H2S), sulfur dioxide (SO2), nitrogen oxide (NO), ammonia (NH3), nitrogen dioxide (NO2), PM1, PM2.5, PM10, air velocity, dust morphological and particle size distribution analysis are among the parameters under consideration. The findings provide evidence for the development of tunnel air quality.

Trends and Challenges Regarding the Source-Specific Health Risk of PM2.5-Bound Metals in a Chinese Megacity from 2014 to 2020

Identifying the health risk of PM_2.5 is essential for urban air pollution control. In 2013, China announced the ever-strict national Air Pollution Prevention and Control Action Plan, and its health benefit should be evaluated to provide reference for future policymaking. In this study, we conducted a seven-year (2014-2020) continuous observation of PM_2.5 in Shenzhen, the third largest city in China, which has relatively good air quality. The results showed that the annual mean PM_2.5 and total concentration of 21 associated metals dropped from 37.7 to 18.5 μg/m³ and from 2.4 to 1.1 μg/m³, respectively. Combining methods for source apportionment and health risk assessment, we found that the total carcinogenic risk (CR) of five hazardous metals (Cd, Cr, Ni, Co, and Pb) showed a clear decreasing trend. However, the total CR (1.8 × 10^-6) in 2020 still exceeded the widely acceptable risk level (i.e., 1 × 10^-6), with the primary contributor changing from industrial emissions (61%) to vehicle emissions (63%). Further analysis indicated that the CR of vehicles mainly came from Cr and Ni released by braking and tire wearing and has fluctuated in recent years, highlighting a great challenge of controlling nonexhaust emissions of vehicles (including electric cars) in the future.

A Review of Road Traffic-Derived Non-Exhaust Particles: Emissions, Physicochemical Characteristics, Health Risks, and Mitigation Measures

Implementation of regulatory standards has reduced exhaust emissions of particulate matter from road traffic substantially in the developed world. However, nonexhaust particle emissions arising from the wear of brakes, tires, and the road surface, together with the resuspension of road dust, are unregulated and exceed exhaust emissions in many jurisdictions. While knowledge of the sources of nonexhaust particles is fairly good, source-specific measurements of airborne concentrations are few, and studies of the toxicology and epidemiology do not give a clear picture of the health risk posed. This paper reviews the current state of knowledge, with a strong focus on health-related research, highlighting areas where further research is an essential prerequisite for developing focused policy responses to nonexhaust particles.

Tailpipe and Nontailpipe Emission Factors and Source Contributions of PM10 on Major Freeways in the Los Angeles Basin

In this study, the emission factors of PM₁₀ and its chemical constituents from various contributing sources including nontailpipe and tailpipe emissions were estimated on two interstate freeways in the Los Angeles basin. PM₁₀ samples were collected on the I-110 and I-710 freeways as well as at the University of Southern California (USC) campus as the urban background site, while freeway and urban background CO₂ levels were measured simultaneously. PM₁₀ samples were analyzed for their content of chemical species which were used to estimate the emission factors of PM₁₀ and its constituents on both I-110 and I-710 freeways. The estimated values were employed to determine the emission factors for light (LDV) and heavy-duty vehicles (HDV). The quantified species were also processed by the positive matrix factorization (PMF) model to produce PM₁₀ freeway source profiles and their contribution to PM₁₀ mass concentrations. Using the PMF factor profiles and emission factors on the two freeways, we characterized the emission factors for light-duty and heavy-duty vehicles by each nontailpipe source. Our findings indicated higher nontailpipe emission factors of PM₁₀ and metal elements on the I-710 freeway compared to the I-110 freeway, due to the higher fraction of heavy-duty vehicles (HDVs) on that freeway. Furthermore, the generation of nontailpipe PM₁₀ from resuspension of road dust was twice of tire and brake wear. The results of this study provide significant insights into PM₁₀ freeway emissions and particularly the overall contribution of nontailpipe and tailpipe sources in Los Angeles, which can be helpful to modelers and air quality officials in assessing the importance of individual traffic-related emissions on the overall population exposure.

A novel study on the reduction of non-exhaust particulate matter emissions through system vibration control

The need to reduce non-exhaust particulate matter emissions is of paramount importance as they pose repercussions on human lives and the environment. In this study, a novel way to limit emissions is proposed based on the minimization of the vibration of the mating bodies. Two model friction material formulations were tested in the form of pins and paired with a pearlitic grey cast iron disc counterface in a laboratory pin on disc apparatus. To reduce the vibrations, a damping tape was wrapped around the pins. With the damping of vibration, a significant drop in the emissions was recorded, and this was correlated with the friction layer establishment during sliding, which observed low disruption. It is believed that the use of this method for reducing emissions can accompany the optimization phase of the brake squeal noise of friction materials, thereby, providing new design perspectives.

Haze management: is urban public transportation priority effective?

Public transportation is often considered as a green travel mode to alleviate the negative externalities such as traffic congestion and haze pollution generated from transport. However, is prioritizing urban public transportation actually conducive to haze emission reduction? In this study, considering special emphasis on the cumulative effect of haze, a dynamic panel model is constructed to analyze and quantify the impact of public transportation on haze pollution by using the data of 284 cities in China, and the heterogeneity of the impact in cities with different pollution levels is examined. Several interesting findings are derived from the empirical results. First, the development of urban public transportation can significantly alleviate urban haze pollution. Second, the haze reduction effect of public transportation in cities with different pollution levels is non-universal. Comparatively speaking, the haze reduction effect of public transportation in lightly polluted cities is more evident than that in heavily polluted cities. Therefore, in order to reduce haze pollution in a more effective manner, China should continue to promote urban public transportation priority strategy. Moreover, the government should also formulate differentiated traffic development strategies to effectively alleviate the urban traffic burdens.

A hybrid methodology to quantitatively identify inorganic aerosol of PM2.5 source contribution

It is difficult to identify inorganic aerosol (IA) (primary and secondary), the main component of PM_2.5, without the significant tracers for sources. We are not aware of any studies specifically related to the IA's local contribution to PM_2.5. To effectively reduce the IA load, however, the contribution of local IA sources needs to be identified. In this work, we developed a hybrid methodology and applied online measurement of PM_2.5 and the associated compounds to (1) classify local and long-range transport PM_2.5, (2) identify sources of local PM_2.5 using PMF model, and (3) quantify local source contribution to IA in PM_2.5 using regression analysis. Coal combustion and iron ore and steel industry contributed the most amount of IA (~42.7%) in the study area (City of Taichung), followed by 32.9% contribution from oil combustion, 8.9% from traffic-related emission, 4.6% from the interactions between agrochemical applications and combustion sources (traffic-related emissions and biomass burning), and 2.3% from biomass burning. The methodology developed in this study is an important preliminary step for setting up future control policies and regulations, which can also be applied to any other places with serious local air pollution.

Part 2: Stabilization/Containment of Radiological Particle Contamination to Enhance First Responder, Early Phase Worker, and Public Safety

The application of stabilization technologies to a radiologically contaminated surface has the potential for reducing the spread of contamination and, as a result, decreasing worker exposure to radiation. Three stabilization technologies, calcium chloride (CaCl2), flame retardant Phos-Chek® MVP-Fx, and Soil2O™ were investigated to evaluate their ability to reduce the resuspension and tracking of radiological contamination during response activities such as vehicle and foot traffic. Concrete pavers, asphalt pavers, and sandy soil walking paths were used as test surfaces, along with simulated fallout material (SFM) tagged with radiostrontium (Sr-85) applied as the contaminant. Radiological activities were measured using gamma spectrometry before and after simulated vehicle operation and foot traffic experiments, conducted with each stabilization technology and without application as a nonstabilized control. These measurements were acquired separately for each combination of surface and vehicle/foot traffic experiment. The resulting data describes the extent of SFM removed from each surface onto the tires or boots, the extent of SFM transferred to adjacent surfaces, and the residual SFM remaining on the tires or boots after each experiment. The type of surface and response worker actions influenced the stabilization results. For instance, when walked over, less than 2% of particles were removed from nonstabilized concrete, 4% from asphalt, and 40% of the particles were removed from the sand surface. By contrast, for vehicle experiments, ~40% of particles were again removed from the sand, but 7% and 15% from concrete and asphalt, respectively. In most cases, the stabilization technologies did provide improved stabilization. The improvement was related to the type of surface, worker actions, and stabilizer; a statistical analysis of these variables is presented. Overall, the results suggest an ability to utilize these technologies during the planning and implementation of response activities involving foot and vehicle traffic. In addition, resuspension of aerosolizable range SFM was monitored during walking path foot traffic experiments, and all stabilizing agents decreased the measured radioactivity, with the Soil2O™ decrease being 3 fold, whereas the CaCl2 and Phos-Chek MVP-Fx surfaces generated no detectable radioactivity. Overall, these results suggest that the stabilization technologies decrease the availability of particles respirable by response workers under these conditions.

Occurrence and concentration of 20-100 μm sized microplastic in highway runoff and its removal in a gross pollutant trap - Bioretention and sand filter stormwater treatment train

Microplastic pollution of stormwater can be a serious threat to the environment. Gross pollutant trap (GPT) - bioretention treatment trains have been shown previously to treat (inter alia) particulate stormwater pollutants including microplastic particles larger than 100 μm. This study was carried out to investigate whether such stormwater treatment trains also remove smaller 20 to 100 μm sized microplastic particles from highway runoff. Further, it investigates occurrence and concentration of 20 to 100 μm sized microplastic particles in highway runoff and which polymer types they can be assigned to. Volume proportional samples from nine rain events were taken from the incoming highway stormwater, from the gross pollutant trap effluent and the outflow from a bioretention system as well as a non-vegetated sand filter. The microplastic analyses were carried out using μFTIR and FTIR-ATR, which made it possible to detect particles where carbon black was present. It was found that 20 to 100 μm sized microplastic particles are abundant in highway runoff and that their concentrations are highly variable, with a median of 230 particles/L, a minimum of 42 particles/L and a maximum of 8577 particles/L. The dominant polymer types in highway stormwater were Polypropylene (PP), Ethylene Propylene Diene (EPDM) rubber and Ethylene-vinyl acetate (EVA). The treatment train with the bioretention system treated 20 to 200 μm sized microplastic particles significantly better than the treatment train with a non-vegetated sand filter, with median effluent concentrations of 26.5 particles/L and 121 particles/L, respectively. The GPT had no significant impact on the treatment of 20 to 100 μm sized microplastic particles.