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Traffic-related sources have been recognized as a significant contributor of particulate matter particularly within major cities. Exhaust and non-exhaust traffic-related sources are estimated to contribute almost equally to traffic-related PM₁₀emissions. Non-exhaust particles can be generated either from non-exhaust sources such as brake, tyre, clutch and road surface wear or already exist in the form of deposited material at the roadside and become resuspended due to traffic-induced turbulence. Among non-exhaust sources, brake wear can be a significant particulate matter (PM) contributor, particularly within areas with high traffic density and braking frequency. Studies mention that in urban environments, brake wear can contribute up to 55 % by mass to total non-exhaust traffic-related PM₁₀emissions and up to 21 % by mass to total traffic-related PM₁₀emissions, while in freeways, this contribution is lower due to lower braking frequency. As exhaust emissions control become stricter, relative contributions of non-exhaust sources—and therefore brake wear—to traffic-related emissions will become more significant and will raise discussions on possible regulatory needs. The aim of the present literature review study is to present the state-of-the-art of the different aspects regarding PM resulting from brake wear and provide all the necessary information in terms of importance, physicochemical characteristics, emission factors and possible health effects.

In this study, we aimed to develop a new method for measuring tire-wear particles of less than 2.5 μm generated from vehicle use. We also aimed to devise a method for evaluating the emission factor of tire-wear particles. To develop an evaluation method for tire-wear particles, we examined several factors, such as how tire components in airborne particles collected on a sampling filter were measured, the comparison of tire-wear particles obtained in a laboratory study and an on-road study, a method for measuring tire-wear particles using a test vehicle, and a method for evaluating tire-wear mass using a weighting balance. Measurements of tire-wear particles were carried out using the measurement method proposed herein. The amount of tire wear that the particles generated was almost constant in a vehicle speed range of 20–40 km/h but was influenced by a change in lateral acceleration in the range of 0–0.4G. Furthermore, the relationship between the emission of tire-wear particles and the lateral acceleration force can be shown by a quadratic polynomial. We estimated the emission factor of tire-wear particles by applying the relational equation to the speed profile of the JC08 used in Japanese exhaust gas tests. The emission factor of the test tire used in this study was 3.7 mg/km-vehicle. The ratio of the tire-wear particles to tread wear mass was about 3.3% at PM 2.5 and 3.7% at PM 10 .

Vehicle-related particulate matter (PM) emissions may arise from both exhaust and non-exhaust mechanisms, such as brake wear, tire wear, and road pavement abrasion, each of which may be emitted directly and indirectly through resuspension of settled road dust. Several researchers have indicated that the proportion of PM2.5 attributable to vehicle traffic will increasingly come from non-exhaust sources. Currently, very little empirical data is available to characterize tire and road wear particles (TRWP) in the PM2.5 fraction. As such, this study was undertaken to quantify TRWP in PM2.5 at roadside locations in urban centers including London, Tokyo and Los Angeles, where vehicle traffic is an important contributor to ambient air PM. The samples were analyzed using validated chemical markers for tire tread polymer based on a pyrolysis technique. Results indicated that TRWP concentrations in the PM2.5 fraction were low, with averages ranging from < 0.004 to 0.10 µg/m3, representing an average contribution to total PM2.5 of 0.27%. The TRWP levels in PM2.5 were significantly different between the three cities, with significant differences between London and Los Angeles and Tokyo and Los Angeles. There was no significant correlation between TRWP in PM2.5 and traffic count. This study provides an initial dataset to understand potential human exposure to airborne TRWP and the potential contribution of this non-exhaust emission source to total PM2.5.

Tires, bitumen, and road markings are important sources of traffic-derived carbonaceous wear particles and microplastic (MP) pollution. In this study, we further developed a machine-learning algorithm coupled to an automated scanning electron microscopy/energy dispersive X-ray spectroscopy (SEM/EDX) analytical approach to classify and quantify the relative number of the following subclasses contained in environmental road dust: tire wear particles (TWP), bitumen wear particles (BiWP), road markings, reflecting glass beads, metallics, minerals, and biogenic/organics. The method is non-destructive, rapid, repeatable, and enables information about the size, shape, and elemental composition of particles 2–125 µm. The results showed that the method enabled differentiation between TWP and BiWP for particles > 20 µm with satisfying results. Furthermore, the relative number concentration of the subclasses was similar in both analyzed size fractions (2–20 µm and 20–125 µm), with minerals as the most dominant subclass (2–20 µm x̄ = 78%, 20–125 µm x̄ = 74%) followed by tire and bitumen wear particles, TBiWP, (2–20 µm x̄ = 19%, 20–125 µm x̄ = 22%). Road marking wear, glass beads, and metal wear contributed to x̄ = 1%, x̄ = 0.1%, and x̄ = 1% in the 2–20-µm fraction and to x̄ = 0.5%, x̄ = 0.2%, and x̄ = 0.4% in the 20–125-µm fraction. The present results show that road dust appreciably consists of TWP and BiWP within both the coarse and the fine size fraction. The study delivers quantitative evidence of the importance of tires, bitumen, road marking, and glass beads besides minerals and metals to wear particles and MP pollution in traffic environments based on environmental (real-world) samples

Tire treads are abraded by friction with the road surface, producing tire tread wear particles (TWPs). TWPs combined with other particles on the road such as road wear particles (RWPs) and mineral particles (MPs), forming tire-road wear particles (TRWPs). Dust on an asphalt pavement road is composed of various components such as TRWPs, asphalt pavement wear particles (APWPs), MPs, plant-related particles (PRPs), and so on. TRWPs have been considered as one of major contaminants produced by driving and their properties are important for study on real abrasion behaviors of tire treads during driving as well as environmental contamination. Densities of the TRWPs are totally dependent on the amount of the other components deposited in the TWPs. In this study, a classification method of TRWPs in the road dust was developed using density separation and the classified TRWPs were characterized using image analysis and pyrolytic technique. Chloroform was used to remove APWPs from mixture of TRWPs and APWPs. TRWPs were found in the density range of 1.20–1.70 g/cm3. By decreasing the particle size of the road dust, the TRWP content in the road dust increased and its density slightly tended to increase. Aspect ratios of the TRWPs varied and there were many TRWPs with low aspect ratio below 2.0. The aspect ratio range was 1.2–5.2. Rubber compositions of the TRWPs were found to be mainly NR/SBR biblend or NR/BR/SBR triblend.

Owing to their physical and chemical properties, particles generated by the abrasion of tyre tread against road surfaces, or tyre wear particles, are recognised as microplastics. Recent desk-based studies suggest tyre wear to be a major contributor of microplastic emissions to the environment. This study aimed to quantify tyre wear in roadside drains and the natural environment near to a major road intersection. Tyre particles were identified by visual identification and a subsample confirmed as tyre wear by GC-MS using N-cyclohexyl-2-benzothiazolamine (NCBA) as a marker. The abundance of tyre wear within roadside drains was greater in areas associated with increased braking and accelerating than that with high traffic densities ( p  = < 0.05). Tyre particle abundance in the natural environment ranged from 0.6 ± 0.33 to 65 ± 7.36 in 5 mL of material, with some evidence of decline with distance from the road. This study offers preliminary data regarding the generation and abundance of this under-researched microplastic.

Background The identification of implant wear particles and non-implant related particles and the characterization of the inflammatory responses in the periprosthetic neo-synovial membrane, bone, and the synovial-like interface membrane (SLIM) play an important role for the evaluation of clinical outcome, correlation with radiological and implant retrieval studies, and understanding of the biological pathways contributing to implant failures in joint arthroplasty. The purpose of this study is to present a comprehensive histological particle algorithm (HPA) as a practical guide to particle identification at routine light microscopy examination. Methods The cases used for particle analysis were selected retrospectively from the archives of two institutions and were representative of the implant wear and non-implant related particle spectrum. All particle categories were described according to their size, shape, colour and properties observed at light microscopy, under polarized light, and after histochemical stains when necessary. A unified range of particle size, defined as a measure of length only, is proposed for the wear particles with five classes for polyethylene (PE) particles and four classes for conventional and corrosion metallic particles and ceramic particles. Results All implant wear and non-implant related particles were described and illustrated in detail by category. A particle scoring system for the periprosthetic tissue/SLIM is proposed as follows: 1) Wear particle identification at light microscopy with a two-step analysis at low (× 25, × 40, and × 100) and high magnification (× 200 and × 400); 2) Identification of the predominant wear particle type with size determination; 3) The presence of non-implant related endogenous and/or foreign particles. A guide for a comprehensive pathology report is also provided with sections for macroscopic and microscopic description, and diagnosis. Conclusions The HPA should be considered a standard for the histological analysis of periprosthetic neo-synovial membrane, bone, and SLIM. It provides a basic, standardized tool for the identification of implant wear and non-implant related particles at routine light microscopy examination and aims at reducing intra-observer and inter-observer variability to provide a common platform for multicentric implant retrieval/radiological/histological studies and valuable data for the risk assessment of implant performance for regional and national implant registries and government agencies.

Stormwater is a largely uncontrolled source of pollution in rural and urban environments across the United States. Concern regarding the growing diversity and abundance of pollutants in stormwater, as well as their impacts on water quality, has grown significantly over the past several decades. In addition to conventional contaminants like nutrients and heavy metals, stormwater is a well-documented source of many contaminants of emerging concern, which can be toxic to both aquatic and terrestrial organisms and remain a barrier to maintaining high quality water resources. Chemical pollutants like pharmaceuticals and personal care products, industrial pollutants such as per- and polyfluoroalkyl substances, and tire wear particles in stormwater are of great concern due to their toxic, genotoxic, mutagenic and carcinogenic properties. Emerging microbial contaminants such as pathogens and antibiotic resistance genes also represent significant threats to environmental water quality and human health. Knowledge regarding the transport, behavior, and the remediation capacity of these pollutants in runoff is key for addressing these pollutants in situ and minimizing ecosystem perturbations. To this end, this review paper will analyze current understanding of these contaminants in stormwater runoff in terms of their transport, behavior, and bioremediation potential.

As an important source of microplastics, the water ecological risk of tire wear particles (TWPs) has attracted widespread attention worldwide. However, the occurrence and behavior of TWPs and their biological effects in water environments have not been clearly analyzed. For example, most contemporary studies have focused on the evaluation of the aquatic toxicity of TWPs leachate, and little attention has been paid to the behavior process and potential risks of its surface properties in water environments. In addition, most studies rely on preparing TWPs under laboratory conditions or purchasing commercial TWPs for studying their water environmental behavior or exposure. These obviously cannot meet the requirements of accurate assessment of water ecological risks of TWPs. As thus, in addition to describing the occurrence, distribution, and (aging) transformation of TWPs in different water environments, we further tried to explain the potential water environment behavior process and multiple pathways leading to potential adverse impacts of TWPs on aquatic organisms from the perspectives of particle self-toxicity and release toxicity, as well as synergistic effects of TWPs and other substances are also discussed. The existing data, such as studies on the self-characteristics of TWPs, environmental factors, and subjects, are insufficient to comprehensively evaluate the recent changes in essential water ecosystem services and multifunctions caused by TWPs, implying that the impact of TWPs on water environmental health needs to be further evaluated, and the corresponding countermeasures should be recommended. In this context, the current review provides an outlook on future research on TWPs in aquatic environments. Graphical Abstract

Non-exhaust emissions have become an increasingly important issue as their levels continue to rise and the health effects of particulate matter (PM) are more widely discussed. To address this issue, a vehicle demonstrator with integrated emission reduction of tires and brakes was developed as part of the Zero Emission Drive Unit Generation-1 (ZEDU-1) project. This novel concept includes the removal of tire road wear particles (TRWP) with a strong ventilation/filtering system and an enclosed multi-disk brake, making it a suitable tool for the investigation of non-exhaust emissions. Particle number (PN) and particle size distribution (PSD) measurements down to 2.5 nm were performed on a chassis dynamometer and on a test track. Due to the low background concentrations on the chassis dynamometer, it is possible to distinguish between tire and brake wear and to characterize even a small number of particle emissions. It could be shown that about 30 % less particles are emitted by the vehicle, when using the novel multi-disk brake instead of the conventional brake. The highest TRWP emissions were collected during acceleration and harsh braking. Characterization of the collected particles using scanning electron microscopy (SEM) and energy-dispersive X-ray spectroscopy (EDS) revealed diverse particle shapes and differences between particles generated on the dynamometer and on a test track. Graphical Abstract