Analytical challenges and possibilities for the quantification of tire-road wear particles

Rødland, Elisabeth S.; Gustafsson, Mats; Jaramillo‐Vogel, David; Järlskog, Ida; Müller, Kathrin; Rauert, Cassandra; Rausch, Juanita; Wagner, Stephan

doi:10.1016/j.trac.2023.117121

Cited by 15 publications

(6 citation statements)

References 94 publications

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“…Metals in high concentrations are Si, S, Zn, Ca, Al, and Fe [114][115][116][117][118][119][120]. Zn is commonly used as a marker for tyre-wear emissions in ambient PM source apportionment studies [25,94,121]. However, the high concentrations of these metals may originate from encrusted material from other sources.…”

Section: Chemical Compositionmentioning

confidence: 99%

“…Electrical and optical sizers give size distribution and mass concentration in real time, assuming aerosol properties such as density (for electrical sizers), particle shape, or refractive index (for optical sizers). Instruments for roadside, run-off, soil, or water samples are discussed elsewhere [121]. Nevertheless, standardised methods for sampling, preparation, and analysis are still missing.…”

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confidence: 99%

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Contribution of Road Vehicle Tyre Wear to Microplastics and Ambient Air Pollution

Giechaskiel,

Grigoratos,

Mathissen

et al. 2024

Sustainability

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Tyre particles are generated by shear forces between the tread and the road or by volatilisation. Tyre abrasion (wear) contributes from one-third to half of microplastics unintentionally released into the environment. The major part ends up in the soil, a considerable amount is released into the aquatic environment, and a small percentage becomes airborne. Nevertheless, tyre abrasion contributes to 5–30% of road transport particulate matter (PM) emissions. This corresponds to approximately 5% of total ambient PM emissions. The particle mass size distribution peak at around 20 to 100 μm, with a second peak in the 2–10 μm range. A nucleation mode has been reported in some studies. The absolute abrasion levels depend on the tyre, vehicle, and road characteristics, but also on environmental conditions and driving style. Most tyre particle emission factors in the literature are based on data prior to the year 2000. We aggregated recent studies and found a mean abrasion of 110 mg/km per vehicle or 68 mg/km/t for passenger cars (based on approximately 300 measurements). Based on a limited number of studies, the PM10 emissions were 1.4–2.2 mg/km per tyre. On the other hand, the particle number emissions were in the order of 1010 #/km per tyre. The ratio of PM10 to total abrasion was found to be 2.5% on average. Finally, the ratio of PM2.5 to PM10 was calculated to be around 40%. Various mitigation measures for tyre particle pollution could be envisaged; the most direct is the limitation of the tyre abrasion rate, as proposed by the European Commission for the Euro 7 regulation. Other regulatory initiatives are also discussed.

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Section: Chemical Compositionmentioning

confidence: 99%

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confidence: 99%

Contribution of Road Vehicle Tyre Wear to Microplastics and Ambient Air Pollution

Giechaskiel,

Grigoratos,

Mathissen

et al. 2024

Sustainability

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“…In recent years, tire wear particles (TWPs) have attracted attention as part of the broader category microplastics. , Efforts have been made to assess the emissions, fate, and toxicity of TWPs in various environmental compartments such as air, soil, water, and snow. − …”

Section: Introductionmentioning

confidence: 99%

Screening of Tire-Derived Chemicals and Tire Wear Particles in a Road Tunnel Wash Water Treatment Basin

Meland,

Granheim,

Rundberget

et al. 2023

Environ. Sci. Technol. Lett.

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Road tunnels play a crucial role in modern road networks, in both urban and non-urban areas, and necessitate frequent cleaning and washing due to the harsh tunnel environment. As a result, road tunnels are considered hot spots for the emission of road-related pollutants into the environment. In this study, we conducted extensive measurements of tire wear particles (TWPs) and 18 tire-derived chemicals (TDCs) during the washing process, throughout a 21-day treatment period in a rectangular sedimentation basin in concrete, and during the discharge of treated wash water.Our key findings indicate that TWPs are effectively retained in the sedimentation basin, demonstrating that simple mitigation measures can prevent their release near the source. However, several TDCs displayed high concentrations, mobility, and leachability, leading to inadequate retention in the basin. Moreover, some TDCs exhibited negative treatment performance, resulting in higher concentrations in the treated wash water than in the untreated wash water. Importantly, our findings can be applied to not only tunnel wash water but also normal road runoff, as sedimentation basins are widely used in many countries. This study provides a novel and significant contribution to the evolving understanding of the presence and fate of TWPs and TDCs in the environment.

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“…Individual TRWP are hard to measure in environmental samples, either visually or spectroscopically, due to their black colour and complex composition (Rødland et al, 2023). Markerbased analytical methods (e.g., Unice et al, 2012;Klöckner et al, 2019) have been used to quantify cryogenically generated tire particles.…”

Section: Introductionmentioning

confidence: 99%

Shades of grey—tire characteristics and road surface influence tire and road wear particle (TRWP) abundance and physicochemical properties

Wilkinson,

Järlskog,

de Lima

et al. 2023

Front. Environ. Sci.

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There is mounting evidence that tire wear particles can harm natural systems, but worldwide trends in car weight and car usage, mean emissions are set to increase. To control tire wear emissions and help understand fate and transport, detailed characterisation of the particles, and the relationship between road surface properties and emission profiles is needed. This study deployed a suite of experiments utilising the advanced road simulator of the Swedish National Road and Transport Research Institute to compare seasonal tire types from three brands. An extraction method was developed for a coarse (>30 µm) fraction of tire and road wear particles (TRWP), and a comprehensive physicochemical characterisation scheme applied to both TRWP and tire-tread, including microscopy, energy-dispersive X-ray spectroscopy and pyrolysis-GC/MS. Road simulator dusts and hand-picked TRWP showed differences in shape, numbers, and mass between tire types and brands, and between asphalt and cement concrete road surfaces. Contrary to accepted perceptions, tactile analyses revealed that firm-elastic TRWP comprised only a minor proportion of TRWP. Fragile and chemically distinct tire-road-derived particles, termed here sub-elastic TRWP, comprised 39–100% of TRWP. This finding raises urgent questions about overall TRWP classification and identification features, resistance to weathering, and environmental fate. At the same time, differences in TRWP generation between tire formulations, and road surfaces, show potential for controlling emissions to reduce global impacts.

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Analytical challenges and possibilities for the quantification of tire-road wear particles

Cited by 15 publications

References 94 publications

Contribution of Road Vehicle Tyre Wear to Microplastics and Ambient Air Pollution

Contribution of Road Vehicle Tyre Wear to Microplastics and Ambient Air Pollution

Screening of Tire-Derived Chemicals and Tire Wear Particles in a Road Tunnel Wash Water Treatment Basin

Shades of grey—tire characteristics and road surface influence tire and road wear particle (TRWP) abundance and physicochemical properties

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