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.

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.

Emissions of multiple metals from vehicular brake linings wear in China, 1980-2020

Metals emitted from brake linings wear have adverse effects on air quality and human health due to their toxicity and reactivity. However, complexities of factors affecting brake like conditions of vehicles and roads hinder the accurate quantification. Here, we established a comprehensive emission inventory for multi-metals from brake linings wear in China during 1980-2020, based on metals contents in well-representative samples, the wear of brake linings before replacement, vehicle populations, fleet composition, and vehicle-kilometers travelled (VKT). We show that with the boom of vehicle population, the total emissions of studied metals have surged from 3.7 × 10⁶ g in 1980 to 4.9 × 10¹⁰ g in 2020, which mainly concentrated in coastal and eastern urban areas while grown significantly in the central and western urban areas in recent years. Therein, Ca, Fe, Mg, Al, Cu, and Ba were the top six metals emitted, together responsible for >94 % of the mass total. Jointly determined by brake linings especially metals contents thereof, VKTs, and vehicle populations, heavy-duty trucks, light-duty passenger vehicles, and heavy-duty passenger vehicles were the top three contributors in metals emissions, together accounting about 90 % of the total. Moreover, more precise description on real-world metals emissions from brake linings wear are still urgently needed, considering the increasingly significant role it has been playing on worsening air quality and public health.

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.

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.

Vehicle non-exhaust emissions - Revealing the pathways from source to environmental exposure

Brakes, tyres and road deposits have become important contributors to the overall particle emissions of vehicles globally, with constituents in these wear particles considered to be harmful to human health (PM₁₀ and PM_2.5). Previous research has documented mass/size distributions, physical and chemical characteristics, emission factors and long-term implications and environmental occurrences. The complex path these pollutants take from their origins to the environment, however, is not fully understood. This is partly owing to the breadth of spatio-temporal scales involved in the advection-diffusion processes (nanometers to meters, microseconds to minutes). These short timescale particle transport mechanisms impact human exposure, such as pedestrians and cyclists, and initiate the long-term interaction of these pollutants with other environmental compartments. Here, we present an analysis for urban driving conditions to highlight the opportunities to reveal these complex pathways and formulate opinions that aim to stimulate future enquiry. We describe important vehicular areas and exposure scenarios where efforts should focus. Future interdisciplinary research into these particle transport mechanisms must be prioritised as it can provide the foundation for developing urgently needed pollution control strategies, transport infrastructure layouts and transport policies that mitigate, or possibly eliminate pollution exposure risks.

Real-time measurement and source apportionment of elements in Delhi's atmosphere

Delhi, the capital of India, suffers from heavy local emissions as well as regional transport of air pollutants, resulting in severe aerosol loadings. To determine the sources of these pollutants, we have quantified the mass concentrations of 26 elements in airborne particles, measured by an online X-ray fluorescence spectrometer with time resolution between 30 min and 1 h. Measurements of PM₁₀ and PM_2.5 (particulate matter <10 μm and < 2.5 μm) were conducted during two consecutive winters (2018 and 2019) in Delhi. On average, 26 elements from Al to Pb made up ~25% and ~19% of the total PM₁₀ mass (271 μg m^-3 and 300 μg m^-3) in 2018 and 2019, respectively. Nine different aerosol sources were identified during both winters using positive matrix factorization (PMF), including dust, non-exhaust, an S-rich factor, two solid fuel combustion (SFC) factors and four industrial/combustion factors related to plume events (Cr-Ni-Mn, Cu-Cd-Pb, Pb-Sn-Se and Cl-Br-Se). All factors were resolved in both size ranges (but varying relative concentrations), comprising the following contributions to the elemental PM₁₀ mass (in % average for 2018 and 2019): Cl-Br-Se (41.5%, 36.9%), dust (27.6%, 28.7%), non-exhaust (16.2%, 13.7%), S-rich (6.9%, 9.2%), SFC1 + SFC2 (4%, 7%), Pb-Sn-Se (2.3%, 1.66%), Cu-Cd-Pb (0.67%, 2.2%) and Cr-Ni-Mn (0.57%, 0.47%). Most of these sources had the highest relative contributions during late night (22:00 local time (LT)) and early morning hours (between 03:00 to 08:00 LT), which is consistent with enhanced emissions into a shallow boundary layer. Modelling of airmass source geography revealed that the Pb-Sn-Se, Cl-Br-Se and SFC2 factors prevailed for northwest winds (Pakistan, Punjab, Haryana and Delhi), while the Cu-Cd-Pb and S-rich factors originated from east (Nepal and Uttar Pradesh) and the Cr-Ni-Mn factor from northeast (Uttar Pradesh). In contrast, SFC1, dust and non-exhaust were not associated with any specific wind direction.

Vehicular non-exhaust particulate emissions in Chinese megacities: Source profiles, real-world emission factors, and inventories

Vehicular non-exhaust emissions account for a significant share of atmospheric particulate matter (PM) pollution, but few studies have successfully quantified the contribution of non-exhaust emissions via real-world measurements. Here, we conduct a comprehensive study combining tunnel measurements, laboratory dynamometer and resuspension experiments, and chemical mass balance modeling to obtain source profiles, real-world emission factors (EFs), and inventories of vehicular non-exhaust PM emissions in Chinese megacities. The average vehicular PM_2.5 and PM₁₀ EFs measured in the four tunnels in four megacities (i.e., Beijing, Tianjin, Zhengzhou, and Qingdao) range from 8.8 to 16.0 mg km^-1 veh^-1 and from 37.4 to 63.9 mg km^-1 veh^-1, respectively. A two-step source apportionment is performed with the information of key tracers and localized profiles of each exhaust and non-exhaust source. Results show that the reconstructed PM₁₀ emissions embody 51-64% soil and cement dust, 26-40% tailpipe exhaust, 7-9% tire wear, and 1-3% brake wear, while PM_2.5 emissions are mainly composed of 59-80% tailpipe exhaust, 11-31% soil and cement dust, 4-10% tire wear, and 1-5% brake wear. Fleet composition, road gradient, and pavement roughness are essential factors in determining on-road non-exhaust emissions. Based on the EFs and the results of source apportionment, we estimate that the road dust, tire wear, and brake wear emit 8.1, 2.5, and 0.8 Gg year^-1 PM_2.5 in China, respectively. Our study highlights the importance of non-exhaust emissions in China, which is essential to assess their impacts on air quality, human health, and climate and formulating effective controlling measures.

An empirical model to predict road dust emissions based on pavement and traffic characteristics

The relative impact of non-exhaust sources (i.e. road dust, tire wear, road wear and brake wear particles) on urban air quality is increasing. Among them, road dust resuspension has generally the highest impact on PM concentrations but its spatio-temporal variability has been rarely studied and modeled. Some recent studies attempted to observe and describe the time-variability but, as it is driven by traffic and meteorology, uncertainty remains on the seasonality of emissions. The knowledge gap on spatial variability is much wider, as several factors have been pointed out as responsible for road dust build-up: pavement characteristics, traffic intensity and speed, fleet composition, proximity to traffic lights, but also the presence of external sources. However, no parameterization is available as a function of these variables. We investigated mobile road dust smaller than 10 μm (MF10) in two cities with different climatic and traffic conditions (Barcelona and Turin), to explore MF10 seasonal variability and the relationship between MF10 and site characteristics (pavement macrotexture, traffic intensity and proximity to braking zone). Moreover, we provide the first estimates of emission factors in the Po Valley both in summer and winter conditions. Our results showed a good inverse relationship between MF10 and macro-texture, traffic intensity and distance from the nearest braking zone. We also found a clear seasonal effect of road dust emissions, with higher emission in summer, likely due to the lower pavement moisture. These results allowed building a simple empirical mode, predicting maximal dust loadings and, consequently, emission potential, based on the aforementioned data. This model will need to be scaled for meteorological effect, using methods accounting for weather and pavement moisture. This can significantly improve bottom-up emission inventory for spatial allocation of emissions and air quality management, to select those roads with higher emissions for mitigation measures.

Automotive brake wear: a review

Road transport systems generate toxic particulate matter (PM) when in motion, that ultimately finds its way to the atmosphere. The PM produced by road transport systems can be broadly classified as exhaust and non-exhaust emissions. Exhaust emission is primarily due to product of combustion, as is the case of internal combustion engines and the PM is released to the atmosphere through the tail. Non-exhaust PM sources can be classified as sources such as emissions due to brake wear, tyre wear, road surface wear and resuspension. Both exhaust and non-exhaust sources generate PM of various sizes and shapes that has an impact on our health. Strict legislations by authorities have led to reduced exhaust emissions; however, due to the nature of complexity of PM generation by non-exhaust sources, effective control of non-exhaust emission still needs to be developed. Thus, as exhaust emissions are being controlled, non-exhaust is becoming a significant source of PM emission. The present paper reviews work done by previous researchers on non-exhaust PM and specifically, brake wear from road transport systems as this is one of the most important non-exhaust source of PM in the environment. The finding of the paper would be beneficial to policy makers and researchers.

Bioaccessibility and size distribution of metals in road dust and roadside soils along a peri-urban transect

Road dust (RD), together with surface soils, is recognized as one of the main sinks of pollutants in urban environments. Over the last years, many studies have focused on total and bioaccessible concentrations while few have assessed the bioaccessibility of size-fractionated elements in RD. Therefore, the distribution and bioaccessibility of Fe, Mn, Cd, Cr, Cu, Ni, Pb, Sb and Zn in size fractions of RD and roadside soils (<2.5μm, 2.5-10μm and 10-200μm) have been studied using aqua regia extraction and the Simple Bioaccessibility Extraction Test. Concentrations of metals in soils are higher than legislative limits for Cu, Cr, Ni, Pb and Zn. Fine fractions appear enriched in Fe, Mn, Cu, Pb, Sb and Zn, and 2.5-10μm particles are the most enriched. In RD, Cu, Pb, Sb and Zn derive primarily from non-exhaust sources, while Zn is found in greater concentrations in the <2.5μm fraction, where it most likely has an industrial origin. Elemental distribution across soils is dependent on land use, with Zn, Ni, Cu and Pb being present in higher concentrations at traffic sites. In addition, Fe, Ni and Cr feature greater bioaccessibility in the two finer fractions, while anthropic metals (Cu, Pb, Sb and Zn) do not. In RD, only Zn has significantly higher bioaccessibility at traffic sites compared to background, and the finest particles are always the most bioaccessible; >90% of Pb, Zn and Cu is bioaccessible in the <2.5μm fraction, while for Mn, Ni, Sb, Fe and Cr, values vary from 76% to 5%. In the 2.5-10μm fraction, the values were 89% for Pb, 67% for Zn and 60% for Cu. These results make the evaluation of the bioaccessibility of size-fractionated particles appear to be a necessity for correct estimation of risk in urban areas.

Quantification of vehicle fleet PM10 particulate matter emission factors from exhaust and non-exhaust sources using tunnel measurement techniques

Road tunnels act like large laboratories; they provide an excellent environment to quantify atmospheric particles emission factors from exhaust and non-exhaust sources due to their known boundary conditions. Current work compares the High Volume, Dichotomous Stacked Filter Unit and Partisol Air Sampler for coarse, PM10 and PM2.5 particle concentration measurement and found that they do not differ significantly (p = 95%). PM2.5 fraction contributes 66% of PM10 proportions and significantly influenced by traffic (turbulence) and meteorological conditions. Mass emission factors for PM10 varies from 21.3 ± 1.9 to 28.8 ± 3.4 mg/vkm and composed of Motorcycle (0.0003-0.001 mg/vkm), Cars (26.1-33.4 mg/vkm), LDVs (2.4-3.0 mg/vkm), HDVs (2.2-2.8 mg/vkm) and Buses (0.1 mg/vkm). Based on Lawrence et al. (2013), source apportionment modelling, the PM10 emission of brake wear (3.8-4.4 mg/vkm), petrol exhaust (3.9-4.5 mg/vkm), diesel exhaust (7.2-8.3 mg/vkm), re-suspension (9-10.4 mg/vkm), road surface wear (3.9-4.5 mg/vkm), and unexplained (7.2 mg/vkm) were also calculated. The current study determined that the combined non-exhaust fleet PM10 emission factor (16.7-19.3 mg/vkm) are higher than the combined exhaust emission factor (11.1-12.8 mg/vkm). Thus, highlight the significance of non-exhaust emissions and the need for legislation and abatement strategies to reduce their contributions to ambient PM concentrations.