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

Tire-Derived Organic Chemicals in Urban Air at the Source-Sector Scale and Guidance on the Application of Polyurethane Foam Disk Passive Air Samplers

Tire-derived chemicals (TDCs) are shown to be elevated in urban environments. In this study, we analyzed 6PPD-quinone, 2,2,4-trimethyl-1,2-dihydroquinoline (TMQ), hexa(methoxy)methylmelamine (HMMM), as well as selected benzothiazoles and benzotriazoles, in different urban source-sectors. The chemical analyses were conducted on archived extracts of polyurethane foam (PUF) disk passive air samplers deployed across eight locations (including residential, industrial, semiurban, and traffic areas) over successive 2-month periods in the Greater Toronto Area, Canada. Principal component analysis showed distinct profiles in traffic-heavy locations, where benzothiazole and 6PPD-quinone had maximal concentrations of 2100 pg/m3 and 3.4 pg/m3, and where several TDCs including 6PPD-quinone, benzotriazoles, and some benzothiazoles were elevated during winter months. HMMM had elevated concentrations in nontraffic sectors, suggesting anthropogenic sources other than tires. This study recognizes the unique challenges to accurately quantifying TDCs in ambient air and that results presented here should be considered semiquantitative. To reduce uncertainty, temperature-dependent PUF disk-air partition coefficients (KPUF-AIR) and gas-particle partitioning fractions of TDCs in ambient air are presented. These are calculated from KOA values derived from quantum chemical methods using COSMOtherm and show that TDCs span a wide range of volatilities and gas-particle partitioning behavior, with implications for atmospheric fate and exposure. Lastly, guidance is provided on future measures to evaluate and minimize degradation losses of TDCs during sampling, extraction, and storage.

Size- and duration-dependent toxicity of heavy vehicle tire wear particles in zebrafish

Tire wear particles (TWPs), as a pervasive environmental pollutant, pose significant risks to aquatic ecosystems. This study investigates the effects of small (HS) and large (HL) TWPs produced by heavy vehicles on zebrafish, focusing on physiological, microbial, and transcriptomic levels, as well as their intergenerational consequences, under short-term (15 days) and long-term (90 days) exposure. Short-term exposure to small particles (HS15) significantly reduced body width and triggered widespread oxidative stress, while long-term exposure to large particles (HL90) increased gut weight and decreased gill weight, reflecting respiratory and digestive disruptions. Tissue-level analyses revealed that smaller particles accumulated more readily in internal organs, whereas larger particles caused localized physiological stress. Gut microbiota profiling indicated a marked decline in microbial diversity, compositional shifts, and network simplification, with HL15 enriched in Acinetobacter and xenobiotic metabolism pathways, and HS15 exhibiting Proteobacteria-dominated dysbiosis and enrichment of LPS biosynthesis genes. Liver transcriptomics revealed group-specific responses: HL15 exposure activated innate immunity via the NOD-MAPK axis, while HS15 induced atypical PI3K-NF-κB signaling, potentially linked to microbial LPS. Notably, all TWP-exposed groups showed enrichment of the herpes simplex virus 1 (HSV-1) infection pathway, suggesting a conserved antiviral-like host response. Transgenerational effects were evidenced by impaired growth and significant downregulation of GH/IGF signaling and upregulation of apoptotic genes in offspring, despite only subtle transcriptomic changes in long-term exposed parents. These findings underscore the importance of particle size, exposure duration, and microbiota-gut-liver axis interactions in mediating TWP toxicity and highlight potential transgenerational risks associated with environmental microplastic exposure.

Quantifying abrasion of microplastics from mountain bike tires

Current research on microplastics (MPs) primarily focuses on investigating environmental samples, often lacking in identifying the actual sources and emission quantities. Little is known about the quantity of bicycle tire abrasion in real-use scenarios. Mountain biking, a popular outdoor sport produces tire wear particles (TWP) directly in natural environments. This study quantifies microplastic abrasion from mountain bike tires in real-life usage. We measured the weight loss of mountain bike tires gravimetrically over their period of use to quantify abrasion throughout their lifecycle. We found an abrasion rate of 3.62 g (median) per 100 km per mountain bike. The rate was higher for the rear tire (median 2.32 g; IQR = 1.58 to 3.59 g) compared to the front tire (median 1.32 g; IQR = 1.06 to 2.64 g). After higher abrasion rates of the new tire, rates decrease, and average abrasion stabilizes at around 1.43 g (median front and rear; IQR = 1.07 to 1.60 g) per 100 km per tire. This dynamic is due to the abrasion of excess material and sharp edges produced during manufacturing. Gravimetrically measuring material loss proved effective in assessing MP abrasion from mountain bike tires. Combining these findings with average bicycle kilometrage statistics for Germany results in an emission of 59 to 88 g of tire material per mountain biker per year. Calculated emissions from cycling (rider-number * average kilometrage * abrasion rate) would contribute <1 % to the total annual MPs emissions, significantly lower than motorized vehicle tires, which contribute about 30 %.

Tire-Road-Wear Particles and Glass Beads in the Gizzard of the Endangered Terrestrial Bird, Okinawa Rail (Hypotaenidia okinawae)

This study analyzed microplastics and glass beads (GBs; an indicator of traffic-derived particulate contamination) in 42 gizzards of an endangered terrestrial bird, the Okinawa rail (Hypotaenidia okinawae). Black rubber fragments (BRs) were found in 57% of the specimens (1-184 items/individuals), and GBs were found in 48% (1-32 items/ind.). FTIR identified the rubbers as the same materials used in tire tread. A significant positive correlation was found between abundances of BRs and GBs in the gizzards (p < 0.01), suggesting the same source and exposure pathway. Large quantities of BRs, namely tire-road-wear particles (TRWPs), were also found in environmental samples (road dust, roadside soil, and side-ditch sediment) and diet organisms of the Okinawa rail (earthworm, millipede, and snail). The characteristics of these particles (appearance, material type, and size distribution) were consistent between the gizzard contents and the environmental samples. The concentration ratio of GBs and BRs in the Okinawa rail was similar to that in side-ditch sediment and diet organisms, especially earthworms. These results indicate that Okinawa rails are exposed to traffic-derived contaminants including TRWPs via ground-feeding along the roadside. To our knowledge, this is the first evidence of TRWPs exposure in terrestrial bird species.

Size distribution, chemical composition and influencing factors of vehicle tire wear particles based on a novel test cycle

Tire wear particles (TWPs) are considered the one of most significant non-exhaust particle emission sources from vehicles. However, there is a lack of research on the emission characteristics of TWPs based on typical driving information. In this work, we used a high-dynamic outside wheel test platform to conduct tire wear tests on multiple types of tires based on a novel test cycle and comprehensively analyzed the differences in their emission characteristics while considering various factors, such as front/rear tire and tire type. We conducted a chemical composition analysis of TWPs. There are certain differences in the mass size distributions of TWPs from different types of tires. The emissions of PM2.5 and PM10 from the front TWPs are greater than those from the rear tire. This study provides basic data for urban atmospheric particle inventory research and a scientific basis for the development of emission standards and control strategies for TWPs.

6-PPD quinone causes lipid accumulation across multiple generations differentially affected by metabolic sensors and components of COMPASS complex in Caenorhabditis elegans

The toxicity of 6-PPD quinone (6-PPDQ) has been frequently detected. However, the possible transgenerational effects of 6-PPDQ remain largely unclear. Due to short life cycle and high sensitivity to environmental exposure, Caenorhabditis elegans is useful for study of transgenerational toxicology. In C. elegans, we observed the transgenerational increase in lipid accumulation after parental generation (P0-G) exposure to 6-PPDQ at 0.1-10 μg/L. Accompanied with this, transgenerational increase in expressions of genes governing fatty acid synthesis and monounsaturated fatty acyl-CoAs synthesis and decrease in genes governing fatty acid β-oxidation were induced by 6-PPDQ exposure. Moreover, 6-PPDQ exposure at P0-G caused transgenerational activation of mdt-15 and sbp-1 encoding lipid metabolic sensors. Meanwhile, exposure to 6-PPDQ induced transgenerational activation of set-2 and inhibition in rbr-2, two genes encoding components of COMPASS complex. The 6-PPDQ induced transgenerational lipid accumulation could be strengthened by RNAi of set-2 and suppressed by RNAi of rbr-2. Additionally, 6-PPDQ induced transgenerational neurotoxicity could be increased by RNAi of mdt-15, sbp-1, and rbr-2, and inhibited by RNAi of set-2. Therefore, our results demonstrated the possibility in resulting in transgenerational lipid accumulation by exposure to 6-PPDQ.

Adapting Methods for Isolation and Enumeration of Microplastics to Quantify Tire Road Wear Particles with Confirmation by Pyrolysis GC-MS

The complex, varied composition (i.e., rubbers/elastomers, carbon black, fillers, additives, and embedded road materials) and wide density range of tire road wear particles (TRWPs) present challenges for their isolation and identification from environmental matrices. Reliable quantification is important for understanding the environmental fate and potential adverse effects of TRWPs. To address environmental monitoring needs, the present work adapts a series of isolation and identification steps from methods commonly applied for microplastic analysis for single-particle-level enumeration of TRWPs from environmental samples. We present the method performance of a two-stage density separation with saturated NaCl and sodium polytungstate to isolate TRWPs from sediment matrices, the compatibility of tire microrubber with reagents used for digestion of environmental matrices, and the use of elasticity and heat resistance observations to differentiate TRWPs from bitumen particulates, which are potential visual interference. We found that alkaline digestions (NaOH and KOH) are compatible with tire microrubbers, but hydrogen peroxide and sodium hypochlorite can cause TRWPs to lose elasticity and flatten or break when probed. The adapted methods were applied to road dust samples, and a subset of identified TRWPs was qualitatively confirmed by both scanning electron microscopy and pyrolysis-gas chromatography-mass spectrometry. Further, a compilation of aspect ratio measurements of TRWPs between 63 and 500 μm (N = 780) that were isolated from urban sediments shows the potential diversity of TRWP shapes in the environment.

Qualitative and Quantitative Analysis of Tire Wear Particles (TWPs) in Road Dust Using a Novel Mode of Operation of TGA-GC/MS

Detecting and quantifying tire wear particles (TWPs) in the environment pose a unique environmental challenge due to their chemical complexity. There are emerging concerns around TWPs due to their potential high numbers of particles released, outnumbering microplastics, as well as the leaching of toxic additives such as 6-PPD which has been linked to the death of salmon even when present at very low levels (<0.1 μg/L). Analytical techniques such as pyrolysis gas chromatography mass spectrometry (Py-GC/MS) and thermal extraction-desorption gas chromatography mass spectrometry (TED-GC/MS) have been used but also demonstrate limitations including low sample mass, low sample throughput, and complex characterization and quantification procedures. This work aims to overcome these challenges by developing a new approach which utilizes a coupling between thermogravimetric analysis (TGA) and gas chromatography-mass spectrometry (GC/MS). This work is the first to harness conventional TGA-GC/MS for the analysis of tire rubber, with the detection of additives such as 6-PPD, while also pioneering a novel mode of operation, PyroTGA-GC/MS, using fast heating to enable robust quantitative analysis of TWPs in road dust. The limits of detection and quantification of 0.08/0.16 μg and 0.20/0.40 μg for SBR and PI, respectively, are lower than those achieved using Py-GC/MS and TED-GC/MS for SBR and align with those achieved for PI. This study reveals a clear link between the ratio of PI to SBR and the proportion of heavy goods vehicles. This work solves key issues in tire particle analysis related to sample size and throughput. By overcoming these limitations, we introduce a technique that provides an economically viable solution for large-scale commercial analysis of tire rubber and particles.

Machine learning helps reveal key factors affecting tire wear particulate matter emissions

Tire wear particles (TWPs) are generated with every rotation of the tire. However, obtaining TWPs under real driving conditions and revealing key factors affecting TWPs are challenging. In this study, we obtained a TWPs dataset by simulating tire wear process under real driving conditions using a tire wear simulator and custom-designed test conditions. This study shows that tire wear PM2.5 accounts for about 65 % of PM10. The response relationship between TWP emissions (both PM2.5 and PM2.5-10) and factors (the radial force, the lateral force, the tangential force, speed, driving torque, tire contact area, total contour length and tire tread temperature) was obtained by machine learning (ML) method. The random forest (RF) model was developed and displayed good prediction performance with an R2 of 0.84 and 0.78 for PM2.5 and PM2.5-10 on the test set, respectively. Model-related (similarity network graph) and model-unrelated (partial dependence plots and centered-individual conditional expectation plots) explainability methods were used to break the black box of ML. Model explainability results show that the feature parameters-emission response relationships for tire wear PM2.5 and PM2.5-10 are different. Avoiding strenuous driving behaviors (TTF < 400 N, TLF < 400 N), reducing tread temperature (T < 45℃), and minimizing the number of small tread patterns are feasible ways to reduce TWPs.

Occurrence, Emission, and Transport of Tire and Road Wear Particles across Four Environmental Compartments along Ring Road Networks in Beijing

Tire and road wear particles (TRWPs) are an appreciable source of microplastics (MPs); however, knowledge of their large-scale occurrence and mass flux based on robust sampling and quantification is limited. Herein, the first city-wide survey of TRWPs across environmental compartments (road dust, snowbank, water, and sediment from rivers and lakes) along four ring roads (beltways) in Beijing was performed. TRWP concentrations (n = 74) were quantified using bonded-sulfur as a marker to reveal the city-wide spatial distributions and adopted to establish a framework estimating TRWP emission factors (EFs) and mass flux from generation to remote atmospheric, terrestrial, and aquatic transport. The TRWP concentrations were 0.46 × 104-3.55 × 104 μg/g (road dust), 0.65-46.18 mg/L (water), 0.28 × 104-1.79 × 104 μg/g (sediment), and 9.46-19.12 mg/L (snowbank) and were highly related to nearby traffic conditions. Based on total EFs (34.4-288.5 mg/vKT) and airborne EFs (6.2-17.2 mg/vKT) calculated from the preceding concentrations, the TRWP emissions in Beijing were determined as 1.28 × 104 t/a. Among them, 61.3% was eventually disposed of in landfills owing to frequent road sweeping and high runoff treatment efficiency and 18.1% was stranded on the roadside; nevertheless, 11.9% escaped to freshwater systems and 5.7 and 3.0% airborne transported to remote land and ocean, respectively. This study provides new insights into the emissions and fate of TRWPs.

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

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

Reducing Tyre Wear Emissions of Automated Articulated Vehicles through Trajectory Planning

Effective emission control technologies and eco-friendly propulsion systems have been developed to decrease exhaust particle emissions. However, more work must be conducted on non-exhaust traffic-related sources such as tyre wear. The advent of automated vehicles (AVs) enables researchers and automotive manufacturers to consider ways to further decrease tyre wear, as vehicles will be controlled by the system rather than by the driver. In this direction, this work presents the formulation of an optimal control problem for the trajectory optimisation of automated articulated vehicles for tyre wear minimisation. The optimum velocity profile is sought for a predefined road path from a specific starting point to a final one to minimise tyre wear in fixed time cases. Specific boundaries and constraints are applied to the problem to ensure the vehicle's stability and the feasibility of the solution. According to the results, a small increase in the journey time leads to a significant decrease in the mass loss due to tyre wear. The employment of articulated vehicles with low powertrain capabilities leads to greater tyre wear, while excessive increases in powertrain capabilities are not required. The conclusions pave the way for AV researchers and manufacturers to consider tyre wear in their control modules and come closer to the zero-emission goal.

Mapping Plastic and Plastic Additive Cycles in Coastal Countries: A Norwegian Case Study

The growing environmental consequences caused by plastic pollution highlight the need for a better understanding of plastic polymer cycles and their associated additives. We present a novel, comprehensive top-down method using inflow-driven dynamic probabilistic material flow analysis (DPMFA) to map the plastic cycle in coastal countries. For the first time, we covered the progressive leaching of microplastics to the environment during the use phase of products and modeled the presence of 232 plastic additives. We applied this methodology to Norway and proposed initial release pathways to different environmental compartments. 758 kt of plastics distributed among 13 different polymers was introduced to the Norwegian economy in 2020, 4.4 Mt was present in in-use stocks, and 632 kt was wasted, of which 15.2 kt (2.4%) was released to the environment with a similar share of macro- and microplastics and 4.8 kt ended up in the ocean. Our study shows tire wear rubber as a highly pollutive microplastic source, while most macroplastics originated from consumer packaging with LDPE, PP, and PET as dominant polymers. Additionally, 75 kt of plastic additives was potentially released to the environment alongside these polymers. We emphasize that upstream measures, such as consumption reduction and changes in product design, would result in the most positive impact for limiting plastic pollution.

Distribution patterns and environmental risk assessments of microplastics in the lake waters and sediments from eight typical wetland parks in Changsha city, China

The quality of water in urban parks is closely related to people's daily lives, but the pollution caused by microplastics in park water and sediments has not been comprehensively studied. Therefore, eight typical parks in the urban area of Changsha, China, were selected, and Raman spectroscopy was used to explore the spatial distributions and compositions of the microplastics in the water and sediments, analyze their influencing factors, and evaluate their environmental risks. The results showed that the abundances of surface water microplastics in all parks ranged from 150 to 525 n L-1, and the abundances of sediment microplastics ranged from 120 to 585 n kg-1. The microplastics in the surface water included polyethylene terephthalate (PET), chlorinated polyethylene (CPE), and fluororubber (FLU), while those in the sediments included polyvinyl chloride (PVC), wp-acrylate copolymer (ACR), and CPE. Regression analyses revealed significant positive correlations between human activities and the abundances of microplastics in the parks. Among them, the correlations of population, industrial discharge and domestic wastewater discharge with the abundance of microplastics in park water were the strongest. However, the correlations of car flow and tourists with the abundance of microplastics in park water were the weakest. Based on the potential ecological risk indices (PERI) classification assessment method, the levels of microplastics in the waters and sediments of the eight parks were all within the II-level risk zone (53-8,549), among which the risk indices for Meixi Lake and Yudai Lake were within the IV risk zone (1,365-8,549), which may have been caused by the high population density near the park. This study provides new insights into the characteristics of microplastics in urban park water and sediment.

Evaluation of 6-PPD quinone toxicity on lung of male BALB/c mice by quantitative proteomics

N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine quinone (6-PPDQ), a transformation product of tyre-derived 6-PPD, has been frequently detected in different environments. After 6-PPDQ exposure, we here aimed to examine dynamic lung bioaccumulation, lung injury, and the underlying molecular basis in male BALB/c mice. After single injection at concentration of 4 mg/kg, 6-PPDQ remained in lung up to day 28, and higher level of 6-PPDQ bioaccumulation in lung was observed after repeated injection. Severe inflammation was observed in lung after both single and repeated 6-PPDQ injection as indicated by changes of inflammatory cytokines (TNF-α, IL-6 and IL-10). Sirius red staining and hydroxyproline content analysis indicated that repeated rather than single 6-PPDQ injection induced fibrosis in lung. Repeated 6-PPDQ injection also severely impaired lung function in mice by influencing chord compliance (Cchord) and enhanced pause (Penh). Proteomes analysis was further carried out to identify molecular targets of 6-PPDQ after repeated injection, which was confirmed by transcriptional expression analysis and immunohistochemistry staining. Alterations in Ripk1, Fadd, Il-6st, and Il-16 expressions were identified to be associated with inflammation induction of lung after repeated 6-PPDQ injection. Alteration in Smad2 expression was identified to be associated with fibrosis formation in lung of 6-PPDQ exposed mice. Therefore, long-term and repeated 6-PPDQ exposure potentially resulted in inflammation and fibrosis in lung by affecting certain molecular signals in mammals. Our results suggested several aspects of lung injury caused by 6-PPDQ and provide the underlying molecular basis. These observations implied the possible risks of long-term 6-PPDQ exposure to human health.

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

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

Characteristics of particulate matter from asphalt pavement and tire of a moving bus through driving tests in city road and proving ground

Non-exhaust PM emissions from vehicles in real road have been conducted, but heavy vehicles have rarely been tested. In this study, PM2.5 and PM10 samples were directly collected from a tire of a moving bus and the composition was analyzed to investigate the sources of PM emissions. Driving tests were conducted at a proving ground (PG) and a city road (CR). PM2.5 emissions considerably increased when the lateral force of the tire increased and the vehicle accelerated. The PM emission rate was higher in the PG test than in the CR test because of the harsher driving conditions at PG. The emission rates of PM10 in the PG and CR tests were higher than those of PM2.5 by approximately 6 and 11 times, respectively. In the PG and CR tests, the proportions of tire wear particles (TWPs) were 4.9% and 2.1% in the PM2.5 samples, and 6.8% and 8.2% in the PM10 samples, respectively. Furthermore, TWPs with PM (TWPPM) were generated by other sources: secondary production of TWPPM by fragmentation of TWPs and resuspension of TWPPM on the road. The contributions of other sources to TWP2.5 generation were at least 6% and 57% in the PG and CR tests, respectively, whereas that to TWP10 generation was at least 3.5% in the CR test. Iron derived from brake abrasion and mineral particles was observed in the PM samples, and the Fe concentrations were higher in the PM10 samples than in the PM2.5 samples by over 9 and 18 times for the PG and CR tests, respectively. Sulfur sources, such as TWPs, exhaust gas, and bitumen, were observed in the PM samples. Based on our findings, we recommend that road wear particles should be removed from roads to reduce PM emissions upon driving.

Occurrence of microplastics in three types of household cleaning products and their estimated emissions into the aquatic environment

Microplastics (MPs) in household cleaning products are a significant source of primary MPs. However, their presence in these products remain largely unknown. In this study, three types of common household cleaning products (laundry detergents, toilet bowl cleaners, and dishwashing detergents) were examined to assess the presence of MPs. The potential global emissions of MPs into aquatic environments resulting from the use of these products were estimated using statistics on global wastewater treatment plants (WWTPs) and household cleaning product markets. The average abundance of MPs in household cleaning products was 564.97 ± 327.83 n·kg-1, with toilet bowl cleaners having a significantly higher abundance than the other two products. The most commonly detected polymers in these products were polyamide (PA), silicone, polyurethane (PU), acrylate copolymer (ACR), polyethylene (PE), and polyethylene terephthalate (PET), while the size of the MPs ranged from 21.34 to 442.97 μm, with 81.52 % being <50 μm and 87.32 % being fragment-shaped. The estimated annual MP emissions from these three types of household cleaning products were 3.88 × 1013 ± 1.35 × 1013, with toilet bowl cleaners accounting for 56.44 % of the total emissions. MPs directly released without treatment in WWTPs (2.46 × 1013 n year-1) accounted for 63.40 % of the total emissions, highlighting the importance of increasing the treated rate of wastewater to reduce MP emissions. Sensitivity tests indicated that increasing the MP removal rates of secondary and tertiary WWTPs could also effectively reduce MP emissions. Moreover, gross and per capita MP emissions in 149 countries showed significant differences, which could be attributed to population, market size, demand for household cleaning products, and the level of MP removal among different countries. The findings of this study provide important insights into controlling MP contamination in household cleaning products.

Chemical characteristics of fine tire wear particles generated on a tire simulator

Tire wear is one of the major sources of traffic-related particle emissions, however, laboratory data on the components of tire wear particles (TWPs) is scarce. In this study, ten brands of tires, including two types and four-speed grades, were chosen for wear tests using a tire simulator in a closed chamber. The chemical components of PM2.5 were characterized in detail, including inorganic elements, water-soluble ions (WSIs), organic carbon (OC), elemental carbon (EC), and polycyclic aromatic hydrocarbons (PAHs). Inorganic elements, WSIs, OC, and EC accounted for 8.7 ± 2.1%, 3.1 ± 0.7%, 44.0 ± 0.9%, and 9.6 ± 2.3% of the mass of PM2.5, respectively. The OC/EC ratio ranged from 2.8 to 7.6. The inorganic elements were dominated by Si and Zn. The primary ions were SO42- and NO3-, and TWPs were proven to be acidic by applying an ionic balance. The total PAHs content was 113 ± 45.0 μg g-1, with pyrene being dominant. In addition, the relationship between the chemical components and tire parameters was analyzed. Inorganic elements and WSIs in TWPs were more abundant in all-season tires than those in winter tires, whereas the content of PAHs was the opposite. The mass fractions of OC, Si, and Al in the TWPs all showed increasing trends with increasing tire speed grade, but the PAHs levels showed a decreasing trend. Ultimately, to provide more data for further research, a TWPs source profile was constructed considering the tire weighting factor.

Control of Tire Wear Particulate Matter through Tire Tread Prescription

This study aims to analyze tire wear particulate matter (TWP) from tread rubber with different formulations and to compare the concentration of TWP with different wear devices. The TWP generated during the abrasion of truck and bus radial (TBR) tires were examined, and the effect of using different types of rubber and carbon black (CB) were investigated. When natural rubber (NR) was solely used as the tire tread rubber material, there was a higher concentration of 5-10 µm TWP. However, when the tread formulation consisted of NR mixed with butadiene rubber, the TWP concentration decreased. Changing the type of CB also reduced the amount of TWP in the 2.5 µm size range. The TWP concentration in the specimens increased with increasing speed and vertical load. The TWP generated during the abrasion tests using wear testers and tire simulators exhibited similar trends. These findings suggest that modifying tire tread formulations can effectively control the distribution and amount of TWP generation.

Investigation and Modelling of the Weight Wear of Friction Pads of a Railway Disc Brake

This paper presents the results of tests on the railway disc brake with regard to the weight wear of friction pads. The tests were carried out at a certified brake test bench where the friction-mechanical characteristics of the railway brake were determined. The test stand was additionally equipped with a thermal imaging camera to observe the contact between the brake pads and the brake disc. The scientific goal of the test is to evaluate the relationship between the weight wear of friction pads and the quantities characterizing the braking process. The quantities characterizing the braking process included pad-to-disc contact area, friction pad thickness, pad-to-disc pressure, and braking speed. A regression model to estimate the friction pad wear on the basis of a single braking with the given input quantities was determined. The greatest influence on the increase in weight wear of friction pads has the braking velocity, which was confirmed by the value of the correlation coefficient of the regression model at value 0.81. The pressure of the friction pad to the disc and the friction pad thickness do not have a significant effect on the weight wear described by the regression model, and the obtained correlation coefficient for these parameters was lower than the value of 0.2.