Tire wear particles (TWPs) have been recognized as one of the major sources of microplastics (MPs), however, effects of initial properties and photochemical behavior of TWPs on cytotoxicity to human ...cells in vitro have not been reported. Therefore, here, three TWPs generated from typical wear of tires and pavements (i.e., rolling friction (R-TWPs) and sliding friction (S-TWPs)) and cryogenically milled tire tread (C-TWPs), respectively, and their photoaging counterparts were used to study the reasons for their differential cytotoxicity to 16HBE cells in vitro. Results showed in addition to changes of surface structure and morphology, different preparation methods could also induce formation of different concentration levels of environmental persistent free radicals (EPFRs) (from 1.24 to 3.06 × 1017 spins/g with g-factors ranging 2.00307–2.00310) on surfaces of TWPs, which contained 7.3%–65.8% of reactive EPFRs (r-EPFRs). Meanwhile, photoaging for 90 d could strengthen formation of EPFRs (from 4.03 to 4.61 × 1017 spins/g) with containing 74.7%–78.1% r-EPFRs on surfaces of TWPs and improve their g-factor indexes (ranging 2.00309–2.00313). At 100 μg mL−1 level, compared to C-TWPs, both R-TWPs and S-TWPs (whether photoaging or not) carried higher intensity EPFRs could significantly inhibit 16HBE cells proliferation activity, cause more cells oxidative stress and induce more cell apoptosis/necrosis and secretion of inflammatory factor (P < 0.05). However, regardless of how TWPs were prepared, photoaged or not, exposure at a concentration of 1 μg mL−1 appeared to be non-acute cytotoxic. Correlation analysis suggested dominant toxicity of TWPs was attributed to the formation of r-EPFRs on their surfaces, which could promote accumulation of excess reactive oxygen species in cells and the massive deposition of intracellular particles. This study provides direct evidence of TWPs cytotoxicity, and underlining the need for a better understanding of the influences of initial properties and photochemical characteristics on risk assessment of TWPs released into the environment.
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•Pristine characteristic and aging state of TWPs are friction patterns-dependent.•Photoaging can enhance the carrying level of EPFRs on the surface of TWPs.•Environmentally relevant concentration (1 μg mL−1) appears to be non-cytotoxic.•Dominant cytotoxicity of TWPs was attributed to the formation of r-EPFRs.
We investigated the physical and chemical properties of non-exhaust coarse and fine particles generated by on-road driving and in a laboratory setting using a mobile sampling system. The on-road ...driving and laboratory measurements performed under constant speed driving revealed that particles produced by tire wear had a size distribution in the range of 2–3μm, while roadway particles (RWPs) measured behind the front tire during on-road driving largely comprised crustal materials such as road surface wear particles and road dust as well as tire wear particles (TWPs). The mode diameters of particles obtained from on-road driving under cornering conditions were similar to those obtained under constant speed conditions, but with higher concentrations of crustal elements. Under braking conditions, the particulate matter (PM) concentrations of brake wear particles (BWPs) sampled near the brake pad increased significantly and were much higher than the concentration of RWPs during deceleration, indicating that BWPs are one of the main sources of non-exhaust emissions. In addition, BWPs observed from on-road and laboratory measurements had a broader PM size range (1–10μm) than RWPs. Size-segregated chemical analysis of PM samples indicated that the concentrations of Fe and Ca were highest in the coarse fraction emitted under constant speed and cornering conditions, while Fe, Ba, and Ti were most abundant in the fine fraction emitted during braking events.
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•We investigate the characterization of non-exhaust fine and coarse particles.•The particles were measured under on-road driving and laboratory measurements.•The dependence of particle mass & number on vehicle speeds and braking was observed.•Chemical analysis can identify the main source of non-exhaust particles.
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.
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.
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.
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.
Tire wear particles (TWP) have caused widespread contamination in the environment. However, their behavior and potential impacts in soil remain unclear since studies have so far been mainly conducted ...in aquatic ecosystems. It is possible that soil ecosystems are already under pressure from pollution by TWP. We here firstly synthesize knowledge about the composition, distribution, and behavior of TWP in soils. By comparing with effects of microplastics (MP) in soil, we further outline several potential impacts of TWP on soil biota and the underpinning mechanisms, and highlight the multiple pathways leading to adverse impacts of TWP on soil microbiota, soil fauna and plants. Furthermore, current knowledge about the effects of TWP is mostly based on single soil microbial species, which may underestimate the effects because of cascading consequences at the community and ecosystem levels. Therefore, more research is urgently needed to clarify the behavior and impacts of TWP from the individual organism to the Earth system level. We suggest that TWP may lead to changes in essential ecosystem services and multifunctionality, and therefore represent an emerging threat to soil health.
Brake wear particle emissions: a review Grigoratos, Theodoros; Martini, Giorgio
Environmental science and pollution research international,
02/2015, Letnik:
22, Številka:
4
Journal Article
Recenzirano
Odprti dostop
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.
Tires generally wear out due to the friction between the tire and the road surface. Minimizing tire wear could reduce the non-exhaust particulate matter (PM) emissions from tires. Typically, tire ...treadwear grade can be used as an indicator of PM emissions from tires. Tires that wear out quickly will produce higher PM emissions than more durable tires. In this study, the effect of treadwear grade on the generation of tire PM emissions was investigated through laboratory and on-road driving measurements. In the laboratory measurements, a tire wear simulator installed in an enclosed chamber was used to eliminate artifacts caused by interfering particles during the generation and measurement of tire wear particles. For realistic on-road driving measurements, a mobile sampling vehicle was employed to sample road dust. The road dust was chemically analyzed using pyrolysis gas chromatography–mass spectrometry (GC–MS) to characterize the tire-road wear particles.
Both measurements showed that the higher treadwear grade generated lower tire PM emissions due to the high strength of the rubber, except for the UTQG 700 tire. The UTQG 700 tire, which had the highest treadwear grade, produced higher PM emissions than the UTQG 350 and 500 tires because it readily formed the fine particles due to lamellar peeling rather than tearing or curling of tire treads. Notably, tire nanoparticles were observed in laboratory measurements due to the volatilization and nucleation of the sulphur (S) and zinc (Zn) compounds in the tire tread due to the frictional heat between the tire and paved road surface.
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•Tire wear PM tends to decrease as the UTQG increased, except for UTQG 700 tire.•Tire nanoparticles are volatile particles generated due to the volatilization.•Tire rubber materials affect the formation of tire wear PM and PN emissions.
6PPD, a tire rubber antioxidant, poses substantial ecological risks because it can form a highly toxic quinone transformation product (TP), 6PPD-quinone (6PPDQ), during exposure to gas-phase ozone. ...Important data gaps exist regarding the structures, reaction mechanisms, and environmental occurrence of TPs from 6PPD ozonation. To address these data gaps, gas-phase ozonation of 6PPD was conducted over 24–168 h and ozonation TPs were characterized using high-resolution mass spectrometry. The probable structures were proposed for 23 TPs with 5 subsequently standard-verified. Consistent with prior findings, 6PPDQ (C18H22N2O2) was one of the major TPs in 6PPD ozonation (∼1 to 19% yield). Notably, 6PPDQ was not observed during ozonation of 6QDI (N-(1,3-dimethylbutyl)-N′-phenyl-p-quinonediimine), indicating that 6PPDQ formation does not proceed through 6QDI or associated 6QDI TPs. Other major 6PPD TPs included multiple C18H22N2O and C18H22N2O2 isomers, with presumptive N-oxide, N,N′-dioxide, and orthoquinone structures. Standard-verified TPs were quantified in roadway-impacted environmental samples, with total concentrations of 130 ± 3.2 μg/g in methanol extracts of tire tread wear particles (TWPs), 34 ± 4 μg/g-TWP in aqueous TWP leachates, 2700 ± 1500 ng/L in roadway runoff, and 1900 ± 1200 ng/L in roadway-impacted creeks. These data demonstrate that 6PPD TPs are likely an important and ubiquitous class of contaminants in roadway-impacted environments.
To enhance tire durability, the antioxidant N-(1,3-dimethylbutyl)-N′-phenyl-p-phenylenediamine (6PPD) is used in rubber, but it converts into the toxic 6PPD quinone (6PPD-Q) when exposed to oxidants ...like ozone (O3), causing ecological concerns. This review synthesizes the existing data to assess the transformation, bioavailability, and potential hazards of two tire-derived pollutants 6PPD and 6PPD-Q. The comparative analysis of different thermal methods utilized in repurposing waste materials like tires and plastics into valuable products are analyzed. These methods shed light on the aspects of pyrolysis and catalytic conversion processes, providing valuable perspectives into optimizing the waste valorization and mitigating environmental impacts. Furthermore, we have examined the bioavailability and potential hazards of chemicals used in tire manufacturing, based on the literature included in this review. The bioavailability of these chemicals, particularly the transformation of 6PPD to 6PPD-Q, poses significant ecological risks. 6PPD-Q is highly bioavailable in aquatic environments, indicating its potential for widespread ecological harm. The persistence and mobility of 6PPD-Q in the environment, along with its toxicological effects, highlight the critical need for ongoing monitoring and the development of effective mitigation strategies to reduce its impact on both human health and ecosystem. Future research should focus on understanding the chronic effects of low-level exposure to these compounds on both terrestrial and aquatic ecosystems, as well as the potential for bioaccumulation in the food chain. Additionally, this review outlines the knowledge gaps, recommending further research into the toxicity of tire-derived pollutants in organisms and the health implications for humans and ecosystems.
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Tire wear particles (TWPs) exposed to the aquatic environment are rapidly colonized by microorganisms and provide unique substrates for biofilm formation, which potentially serve as vectors for ...tetracycline (TC) to influence their behaviors and potential risks. To date, the photodegradation capacity of TWPs on contaminants due to biofilm formation has not been quantified. To accomplish this, we examined the ability of virgin TWPs (V-TWPs) and biofilm-developed TWPs (Bio-TWPs) to photodegrade TC when exposed to simulated sunlight irradiation. V-TWPs and Bio-TWPs accelerated the photodegradation of TC, with rates (k obs) of 0.0232 ± 0.0014 and 0.0152 ± 0.0010 h–1, respectively (k obs increased by 2.5–3.7 times compared to that for only TC solution). An important factor of increased TC photodegradation behavior was identified and linked to the changed reactive oxygen species (ROS) of different TWPs. The V-TWPs were exposed to light for 48 h, resulting in more ROS for attacking TC, with hydroxyl radicals (•OH) and superoxide anions (O2 •–) playing a dominant role in TC photodegradation measured using scavenger/probe chemicals. This was primarily due to the greater photosensitization effects and higher electron-transfer capacity of V-TWPs in comparison to Bio-TWPs. In addition, this study first sheds light on the unique effect and intrinsic mechanism of the crucial role of Bio-TWPs in TC photodegradation, enhancing our holistic understanding of the environmental behavior of TWPs and the associated contaminants.
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