Potential deterioration of chemical water quality due to trace metal adsorption onto tire and road wear particles - Environmentally representative experiments.

Tire wear particles are an increasing issue in particle emissions to the environment. Germany-wide approximately 100,000 t tire wear particles are emitted every year into the environment which are estimated to be one third of the microplastic emissions. Up to 20% are estimated to reach inland surface waters. Their behavior in the aquatic environment is understudied. Tire wear particles have an overly hydrophobic surface that is capable of adsorbing substances like trace elements. In this study we investigated the adsorption and desorption of trace metals onto and from the particle surface of tire-related samples in water samples of the Freiberger Mulde, a river with naturally elevated concentration of trace elements. The priority trace metals Cr, Ni, Zn, Cd and Pb show a significant adsorption onto the particle surface of tire-related samples. Tire wear particles themselves revealed adsorption of mainly Ni, Cd and Pb. Regarding the German classification for suspended matter in freshwaters, an endangering of the chemical water quality is expected due to the adsorption process and not due to the particles themselves. Upcoming electromobility is expected to increase the Zn (increased tire abrasion) and decrease the Cu amount (reduced brake abrasion) released to freshwaters.

An in vitro comparison of the toxicological profiles of ground tire particles (TP) and actual tire and road wear particles (TRWP) emissions.

There is currently limited data on the potential effects of tire and road wear particles (TRWP) on human health. TRWP include tire fragments, but also road wear materials, dust, adsorbed gaseous pollutants and different types of inclusions that could affect their hazard profiles. Due to their availability and lower complexity, ground tire particles (TP) are often used in toxicological studies. However, this makes it difficult to draw firm conclusions about the potential hazard of actual TRWP. Here, we compared the in vitro toxicological profile of ground TP and actual TRWP emissions of similar size collected from road traffic. For this purpose, TP and TRWP were separately incubated with alveolar macrophages for 24 h, and the cellular response was evaluated in terms of cytotoxicity, proinflammatory response and oxidative stress. Both TP and TRWP induced neither significant cytotoxicity nor oxidative stress, but triggered a concentration-dependent proinflammatory response, as evidenced by increased TNF-α production. The level of TNF-α production was slightly higher with TRWP than with TP, independent of the particle dose. All in all, the pulmonary toxicity of TRWP could be due primarily to the tire tread inclusions and only marginally to other particle components (i.e. road wear materials, dust …). Although these preliminary results need to be confirmed by further analysis, they could be useful for tire manufacturers in the production of safer-by-design tires.

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.

Watershed analysis of urban stormwater contaminant 6PPD-Quinone hotspots and stream concentrations using a process-based ecohydrological model.

Coho salmon (Oncorhynchus kisutch) are highly sensitive to 6PPD-Quinone (6PPD-Q). Details of the hydrological and biogeochemical processes controlling spatial and temporal dynamics of 6PPD-Q fate and transport from points of deposition to receiving waters (e.g., streams, estuaries) are poorly understood. To understand the fate and transport of 6PPD and mechanisms leading to salmon mortality Visualizing Ecosystem Land Management Assessments (VELMA), an ecohydrological model developed by US Environmental Protection Agency (EPA), was enhanced to better understand and inform stormwater management planning by municipal, state, and federal partners seeking to reduce stormwater contaminant loads in urban streams draining to the Puget Sound National Estuary. This work focuses on the 5.5 km2 Longfellow Creek upper watershed (Seattle, Washington, United States), which has long exhibited high rates of acute urban runoff mortality syndrome in coho salmon. We present VELMA model results to elucidate these processes for the Longfellow Creek watershed across multiple scales-from 5-m grid cells to the entire watershed. Our results highlight hydrological and biogeochemical controls on 6PPD-Q flow paths, and hotspots within the watershed and its stormwater infrastructure, that ultimately impact contaminant transport to Longfellow Creek and Puget Sound. Simulated daily average 6PPD-Q and available observed 6PPD-Q peak in-stream grab sample concentrations (ng/L) corresponds within plus or minus 10 ng/L. Most importantly, VELMA's high-resolution spatial and temporal analysis of 6PPD-Q hotspots provides a tool for prioritizing the locations, amounts, and types of green infrastructure that can most effectively reduce 6PPD-Q stream concentrations to levels protective of coho salmon and other aquatic species.

The chemical composition and sources of road dust, and of tire and road wear particles-A review.

To gain better understanding of how the transition to electric vehicles affects road dust (RD) composition, and potential health and environmental risks, it is crucial to analyze the chemical composition of RD and identify its sources. Sources of RD include wear of tire tread (TT), brake wear (BW) and road wear (RW). A relevant component of RD are tire and road wear particles (TRWPs). This literature review compiles data on the chemical bulk composition of RD sources, RD in Asia, Europe and North America and TRWP as a RD component. The focus is on elements such as Cd, Co, Cr, Cu, Ni, Pb, V, and Zn. Although the comparability of global RD data is limited due to differences in sampling and analytical methods, no significant differences in the composition from Asia, Europe, and North America were found for most of the investigated elements studied, except for Cd, Co, and V. Sources of RD were analyzed using elemental markers. On average TT, BW, and RW contributed 3 %, 1 %, and 96 %, respectively. The highest concentrations of TT (9 %) and BW (2 %) were observed in the particle size fraction of RD ≤ 10 µm. It is recommended that these results be verified using additional marker compounds. The chemical composition of TRWPs from different sources revealed that (i) TRWPs isolated from a tunnel dust sample are composed of 31 % TT, 6 % BW, and 62 % RW, and (ii) test material from tire test stands show a similar TT content but different chemical bulk composition likely because e.g., of missing BW. Therefore, TRWPs from test stands need to be chemically characterized prior to their use in hazard testing to validate their representativeness.

Leaching of tire particles and simultaneous biodegradation of leachables.

The fate of organic compounds released from tire wear particle (TWP) in the aquatic environment is still poorly understood. This is especially true near sources where biotic and abiotic transformation and leaching from TWP are simultaneous and competing processes. To address this knowledge-gap an experiment was performed, allowing for biodegradation (a) during the leaching from a suspension of cryo-milled tire tread (CMTT) and (b) subsequent to leaching. Besides measuring the Dissolved Organic Carbon (DOC) content, 19 tire-related chemicals were quantified, and non-target screening was performed by LC-HRMS. The non-inoculated control experiment exhibited a DOC of up to 4 mg g-1, with up to 700 µg g-1 of 1,3-diphenylguanidine (DPG) as the most prominent compound, followed by three benzothiazoles (2-mercaptobenzothiazole (2-MBT), 2-hydroxybenzothiazole (2-OHBT) and benzothiazole-2-sulfonic acid (BTSA); 50 µg g-1 each) and 4-hydroxydiphenylamine (4-HDPA) (50 µg g-1). Biodegradation reduced the DOC by 88 % and the concentration of most organic compounds by more than 85 %. At the end of the experiment hexamethoxymethylmelamine (HMMM) was the most prominent single compounds (18 µg g-1). Non-target screening showed a more complex picture. Another 25 transformation products (TPs) of N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6-PPD) and 44 TPs and derivatives related to DPG were detected in solution, of which 11 and 28 were still present after or formed by biodegradation, respectively. Of these 39 TPs and derivatives, 31 could be detected in road runoff samples. This study provides a more comprehensive picture of the leachables of tire particles that are of environmental relevance. It also outlines that derivatives of tire additives formed during tire production and use may deserve more attention as leachables. The large extent of biodegradation of tire leachables suggests that settling ponds may be a useful treatment option for road runoff.

Evaluation of tire tread particle toxicity to fish using rainbow trout cell lines.

Tire and road wear particles (TRWP) resulting from tire abrasion while driving raise concerns due to their potential contribution to aquatic toxicity. Our study aimed to assess cryogenically milled tire tread (CMTT) particle toxicity, used as a proxy for TRWP, and associated chemicals to fish using two Rainbow Trout (Oncorhynchus mykiss) cell lines representing the gill (RTgill-W1) and the intestinal (RTgutGC) epithelium. CMTT toxicity was evaluated through several exposure pathways, including direct contact, leaching, and digestion, while also assessing the impact of particle aging. Following OECD TG249, cell viability was assessed after 24 h acute exposure using a multiple-endpoint assay indicative of cell metabolic activity, membrane integrity and lysosome integrity. In vitro EC50 values for the fish cell lines exceeded river TRWP concentrations (2.02 g/L and 4.65 g/L for RTgill-W1 and RTgutGC cell lines, respectively), and were similar to in vivo LC50 values estimated at 6 g/L. Although toxicity was mainly driven by the leaching of tire-associated chemicals, the presence of the particles contributed to the overall toxicity by inducing a continuous leaching, highlighting the importance of considering combined exposure scenarios. Aging and digestion conditions were also found to mediate CMTT toxicity. Thermooxidation resulted in a decreased chemical leaching and toxicity, while in vitro digestion under mimicked gastrointestinal conditions increased leaching and toxicity. Specific chemicals, especially Zn, 2-mercaptobenzothiazole, 1,3-diphenylguanidine, and N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6PPD) were identified as contributors to the overall toxicity. Although 6PPD-quinone was detected in CMTT digestate, cytotoxicity assays with RTgill-W1 and RTgutGC cell lines showed no toxicity up to 6 mg/L, supporting the notion of a specific mode of action of this chemical. This study provides insights into the toxicological mechanisms induced by tire particles and their associated chemicals and can help in the evaluation of potential risks to aquatic life associated with TRWP.

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.

Assessing biodegradation of roadway particles via complementary mass spectrometry and NMR analyses.

Roadway particles (RP) that can be collected with on-vehicle system, consist of a mixture of Tire and road wear particles (TRWP) with other traffic-derived particles (exhaust or non-exhaust) and/or biogenic compounds and represent a significant source of xenobiotics, susceptible to reach the different environmental compartments. The study of the RP fate is thus a major challenge to tackle in order to understand their degradation and impact. They offer a variety of carbon sources potentially usable by microorganisms, ranging from the tire-derived plasticizers, vulcanizing agents, protective agents and their transformation products, to other traffic, road and environmental-derived contaminants. A multi-analytical approach was implemented to characterize RP and study their biodegradation. Kinetics of RP extractions were monitored during 21 days in water, methanol, acetone and chloroform to identify leaching and extractable compounds and monitor the particle composition. The results confirmed that hundreds of readily leachable chemicals can be extracted from RP directly into water according to a dynamic process with time while additional poorly soluble compounds remain in the particles. Mass spectrometry (LC-HRMS and GC-MS) allowed us to propose 296 putative compounds using an extensive rubber database. The capacity of 6 bacterial strains, belonging to Rhodococcus, Pseudomonas and Streptomyces genera, to biodegrade RP was then evaluated over 14 days of incubation. The selected strains were able to grow on RP using various substrates. Elastomer monitoring by 1H NMR revealed a significant 12 % decrease of the extractable SBR fraction when the particles were incubated with Rhodococcus ruber. After incubation, the biodegradation of 171 compounds among leachable and extractable compounds was evaluated. Fatty acids and alkanes from rubber plasticizers and paraffin waxes were the most degraded putative compounds by the six strains tested, reaching 75 % of biodegradation for some of them.

Biological effects of Tire and Road Wear Particles (TRWP) assessed by in vitro and in vivo studies - A systematic review.

Air quality is a critical issue because even small amounts of air pollutants can cause significant adverse health effects. Road traffic is a major contributor to air pollution both through aerosols from exhaust emissions (EE) and non-exhaust emissions (NEE). The latter 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 extensively characterized and have declined over time due to mitigation measures. By contrast, NEE have been less studied, are not tightly regulated and there are limited data on their toxicity. Thus, 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 NEE. We paid particular attention to the toxicological effects of Tire and Road Wear Particles (TRWP) induced in vitro and in vivo in mammalian models. To this end, we performed a bibliographic search in two databases (PubMed and Web of Science). Of the 400 papers, 22 were found to be relevant and included in our analysis, confirming that the assessment of the TRWP toxicity in mammalian models is still limited. This review also reports that oxidative stress and inflammation are the main mechanisms underlying the toxicity of TRWP.

Methodology for the direct measurement of tire emission factors.

A reduction in air pollution is an essential step toward decreasing certain health risks in urban area populations. Road traffic is one source of this pollution and can be categorized into exhaust and non-exhaust emissions (NEE). Non-exhaust emissions include, but are not limited to, brake wear particles and Tire Road Wear Particles (TRWP). Emission Factors are often used to assess the share and the amount of vehicle exhaust and non-exhaust particles in the air. In this study, we developed an approach to measure the Emission Factors (EF) of tire Particulate Matter (PM). The approach is based an experimental method allowing for direct measurements in real conditions (on a vehicle on the road). The experimental set-up as well as the measurement protocol lead to a significant reduction in the classical biases of the on-road approach, which usually lead to a large over-estimation of the amount of PM10 and PM2.5 emitted by the tire. We observed that TRWP emissions correlate in time with the tire solicitation. A careful computation from the PM10 and PM2.5 collected by a real time particle counter enables an evaluation of the total amount of TRWP contributing to air pollution. The average results indicate an Emission Factor for PM10 4.5 times lower than the EMEP guidebook value and 42 times lower for PM2.5. This discrepancy calls for further tests to confirm the results.

Time-concentration profiles of tire particle additives and transformation products under natural and artificial aging.

Tire and road wear particles (TRWP) are polymer-based microparticles that are emitted into the environment during tire usage. Growing efforts are currently being made to quantify these emissions, characterize the leachates and assess their environmental impact. This study aimed to investigate the effect of aging on TRWP composition. Cryomilled tire tread particles (CMTTP) and TRWP were exposed for different durations to three aging conditions: accelerated thermal and photochemical aging and natural outdoor aging. Particles were then extracted with cyclohexane/ethanol. The time-concentration profiles of 23 additives and transformation products present in these extracts were determined by UHPLC-HRMS. Several chemicals, such as N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6-PPD) or 1,3-diphenylguanidine (DPG), decayed exponentially under all aging conditions, with half-lives of a few days under artificial photoaging versus dozens of days under pure thermal aging at 60 °C. The natural aging profiles lie between those 2 laboratory aging conditions. Other chemicals, such as 6PPD-quinone, presented bell-shaped concentration profiles within CMTTP when particles were exposed to UV light. 6PPD-quinone reached a maximal concentration within a month under natural aging. For TRWP, the initial load of 6PPD-quinone had already reached a maximum prior to the aging experiments and decreased exponentially under natural aging with a half-life below one month. Pure thermal aging induced a significantly slower decay of 6PPD-quinone within TRWP (half-life of half a year), emphasizing a greater stability and persistence in environmental compartments without light. This study highlighted that the more readily accessible CMTTP could be considered a reasonable proxy of TRWP to investigate the fate of chemicals within rubber particles, at least from a qualitative standpoint. Overall, the concentrations of 20 of the evaluated chemicals decreased by >50 % within 50 days under natural aging.

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 PM80-1 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.

Bioaccessibility of Organic Compounds Associated with Tire Particles Using a Fish In Vitro Digestive Model: Solubilization Kinetics and Effects of Food Coingestion.

Tire and road wear particles (TRWP) account for an important part of the polymer particles released into the environment. There are scientific knowledge gaps as to the potential bioaccessibility of chemicals associated with TRWP to aquatic organisms. This study investigated the solubilization and bioaccessibility of seven of the most widely used tire-associated organic chemicals and four of their degradation products from cryogenically milled tire tread (CMTT) into fish digestive fluids using an in vitro digestion model based on Oncorhynchus mykiss. Our results showed that 0.06-44.1% of the selected compounds were rapidly solubilized into simulated gastric and intestinal fluids within a typical gut transit time for fish (3 h in gastric and 24 h in intestinal fluids). The environmentally realistic scenario of coingestion of CMTT and fish prey was explored using ground Gammarus pulex. Coingestion caused compound-specific changes in solubilization, either increasing or decreasing the compounds' bioaccessibility in simulated gut fluids compared to CMTT alone. Our results emphasize that tire-associated compounds become accessible in a digestive milieu and should be studied further with respect to their bioaccumulation and toxicological effects upon passage of intestinal epithelial cells.

Distribution patterns of rubber tire-related chemicals with particle size in road and indoor parking lot dust.

In recent years, concerns have arisen from the chemicals incorporated into tire material which are of potential to leach with the tire and road wear particles (TRWP) into the environment. In this study, the distributions of substituted benzothiazoles (BTHs) and p-phenylenediamines (PPDs), two groups of representative TRWP-related chemicals, were investigated in various size fractions (<20, 20-53, 53-125, 125-250, 250-500, 500-1000 µm) of dust samples from open roads and indoor parking lots in the urban region of Guangzhou (Guangdong, China). Mass weight distribution of the dust samples showed that fractions of <250 µm accounted for >72% of the total dust in both microenvironments. Widespread occurrence was observed with >80% detection frequency for almost all target compounds in all the particle fractions. Concentrations of BTHs and PPDs were similar between the two dust matrices. In addition, the newly defined transformation product of 6PPD, 6PPD-Q was at the median concentration of 122 ng/g in road dust and 154 ng/g in indoor parking lot dust. Overall, concentrations of the target BTHs and PPDs varied in different size fractions, which were mostly dominated in fine particle sizes (<53 µm). Specially, >70% of the target compounds were in the size fractions of <250 µm, suggesting the necessity of using <250 µm fractions of particles for monitoring and evaluating contamination levels and exposure risks of BTHs and PPDs from dust in future studies.

Characterization of tire and road wear microplastic particle contamination in a road tunnel: From surface to release.

Road pollution is one of the major sources of microplastic particles to the environment. The distribution of tire, polymer-modified bitumen (PMB) and tire and road wear particles (TRWP) in different tunnel compartments were explored: road surface, gully-pots and tunnel wash water. A new method for calculating TRWP using Monte Carlo simulation is presented. The highest concentrations on the surface were in the side bank (tire:13.4 ± 5.67;PMB:9.39 ± 3.96; TRWP:22.9 ± 8.19 mg/m2), comparable to previous studies, and at the tunnel outlet (tire:7.72 ± 11.2; PMB:5.40 ± 7.84; TRWP:11.2 ± 16.2 mg/m2). The concentrations in gully-pots were highest at the inlet (tire:24.7 ± 26.9; PMB:17.3 ± 48.8; TRWP:35.8 ± 38.9 mg/g) and comparable to values previously reported for sedimentation basins. Untreated wash water was comparable to road runoff (tire:38.3 ± 10.5; PMB:26.8 ± 7.33; TRWP:55.3 ± 15.2 mg/L). Sedimentation treatment retained 63% of tire and road wear particles, indicating a need to increase the removal efficiency to prevent these from entering the environment. A strong linear relationship (R2-adj=0.88, p < 0.0001) between total suspended solids (TSS) and tire and road wear rubber was established, suggesting a potential for using TSS as a proxy for estimating rubber loads for monitoring purposes. Future research should focus on a common approach to analysis and calculation of tire, PMB and TRWP and address the uncertainties related to these calculations.

Preparation and Characterization of Model Tire-Road Wear Particles.

Tire tread wear particles (TWPs) are one of major sources of microplastics in the environment. Tire-road wear particles (TRWPs) are mainly composed of TWPs and mineral particles (MPs), and many have long shapes. In the present work, a preparation method of model TRWPs similar to those found in the environment was developed. The model TRWPs were made of TWPs of 212-500 µm and MPs of 20-38 µm. Model TWPs were prepared using a model tire tread compound and indoor abrasion tester while model MPs were prepared by crushing granite rock. The TWPs and MPs were mixed and compressed using a stainless steel roller. The TWPs were treated with chloroform to make them stickier. Many MPs in the model TRWP were deeply stuck into the TWPs. The proper weight ratio of MP and TWP was MP:TWP = 10:1, and the double step pressing procedure was good for the preparation of model TRWPs. The model TRWPs were characterized using scanning electron microscopy (SEM) and thermogravimetric analysis (TGA). The model TRWPs had long shapes and the MP content was about 10%. The model TRWPs made of TWPs and asphalt pavement wear particles showed plate-type particles deeply stuck into the TWP. Characteristics of model TRWPs can be controlled by employing various kinds and sizes of TWPs and MPs. The well-defined model TRWPs can be used as the reference TRWPs for tracing the pollutants.

Concentration and leachability of N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine (6PPD) and its quinone transformation product (6PPD-Q) in road dust collected in Tokyo, Japan.

A recently identified chemical, 2-((4-Methylpentan-2-yl)amino)-5-(phenylamino)cyclohexa-2,5-diene-1,4-dione (6PPD-quinone; 6PPD-Q), is a transformation product of an additive used in the manufacture of tire rubber and causes acute lethality in coho salmon (Oncorhynchus kisutch) in urban watersheds. Despite its potential presence and ecotoxicity in receiving waters worldwide, information on the occurrence and fate of 6PPD-Q is limited. Here, we investigated the concentrations of 6PPD-Q and its parent chemical, 6PPD, in road dust collected from arterial and residential roads in Tokyo, Japan from May to October 2021. 6PPD-Q concentrations were highest from May to June, when atmospheric ozone concentrations are the highest in Japan; a correlation between 6PPD-Q and photochemical oxidants, as an alternative to ozone, corroborated this finding. We also found that 6PPD-Q concentrations at photochemical oxidant concentrations ranging from 35 to 47 ppbv were higher in dust collected from roads with high traffic volumes (i.e., arterial roads; median: 8.6 µg/g-OC) than in dust collected from roads with lower traffic volumes (i.e., residential roads; median: 6.3 µg/g-OC), indicating that 6PPD-Q is generated from traffic-related sources. We also found that 6PPD-Q was leached from dust particles within a few hours, with a log partitioning coefficient between organic carbon and water (KOC) of 3.2-3.5. The present results will help to understand the environmental occurrence, fate, and behavior of 6PPD-Q.

Concentrations of Tire Additive Chemicals and Tire Road Wear Particles in an Australian Urban Tributary.

Tire road wear particles (TRWPs) are one of the largest sources of microplastics to the urban environment with recent concerns as they also provide a pathway for additive chemicals to leach into the environment. Stormwater is a major source of TRWPs and associated additives to urban surface water, with additives including the antioxidant derivative N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine-quinone (6PPD-quinone) demonstrating links to aquatic toxicity at environmentally relevant concentrations. The present study used complementary analysis methods to quantify both TRWPs and a suite of known tire additive chemicals (including 6PPD-quinone) to an urban tributary in Australia during severe storm events. Concentrations of additives increased more than 40 times during storms, with a maximum concentration of 2760 ng/L for ∑15additives, 88 ng/L for 6PPD-quinone, and a similar profile observed in each storm. TRWPs were detected during storm peaks with a maximum concentration between 6.4 and 18 mg/L, and concentrations of TRWPs and all additives were highly correlated. Contaminant mass loads to this catchment were estimated as up to 100 g/storm for ∑15additives, 3 g/storm for 6PPD-quinone, and between 252 and 730 kg of TRWPs/storm. While 6PPD-quinone concentrations in this catchment were lower than previous studies, elevated concentrations post storm suggest prolonged aquatic exposure.

Synthetic microfibers and tyre wear particles pollution in aquatic systems: Relevance and mitigation strategies.

Evidence shows that the majority of aquatic field microplastics (MPs) could be microfibers (MFs) which can be originated directly from massive sources such as textile production and shedding from garments, agricultural textiles and clothes washing. In addition, wear and tear of tyres (TRWPs) emerges as a stealthy major source of micro and nanoplastics, commonly under-sampled/detected in the field. In order to compile the current knowledge in regards to these two major MPs sources, concentrations of concern in aquatic environments, their distribution, bulk emission rates and water mitigation strategies were systematically reviewed. Most of the aquatic field studies presented MFs values above 50%. MPs concentrations varied from 0.3 to 8925 particles m-3 in lakes, from 0.69 to 8.7 × 106 particles m-3 in streams and rivers, from 0.16 to 192000 particles m-3 estuaries, and from 0 to 4600 particles m-3 in the ocean. Textiles at every stage of production, use and disposal are the major source of synthetic MFs to water. Laundry estimates showed an averaged release up to 279972 tons year-1 (high washing frequency) from which 123000 tons would annually flow through untreated effluents to rivers, streams, lakes or directly to the ocean. TRWPs in the aquatic environments showed concentrations up to 179 mg L-1 (SPM) in runoff river sediments and up to 480 mg g-1 in highway runoff sediments. Even though average TRWR emission is of 0.95 kg year-1 per capita (10 nm- 500 µm) there is a general scarcity of information about their aquatic environmental levels probably due to no-availability or inadequate methods of detection. The revision of strategies to mitigate the delivering of MFs and TRWP into water streams illustrated the importance of domestic laundry retention devices, Waste Water Treatment Plants (WWTP) with at least a secondary treatment and stormwater and road-runoff collectors quality improvement devices.