Search Results (41)

This scoping review examines the distribution, sources, and characterization of atmospheric microplastics (AMPs) in Southeast Asia (SEA), following the Preferred Reporting Items for Systematic Reviews and Meta-Analyses extension for Scoping Reviews (PRISMA-ScR) guidelines. A comprehensive search of Scopus and PubMed identified 58 relevant articles, with 16 meeting the inclusion criteria. Findings indicate high microplastic (MP) concentrations in urban centres, notably in Malaysia, Indonesia, and Thailand, a pattern driven by rapid urbanisation, industrial emissions, textile production, and insufficient waste management. Predominant polymer types include polyethylene (PE), polypropylene (PP), and polyester (PET), with fibres and black particles being the most common forms. Black particles, often linked to tire wear and vehicular emissions, underscore traffic pollution’s role in AMP distribution, while PET fibres reflect the influence of SEA’s textile industry. Geographic gaps were observed, with limited studies in countries such as Cambodia and Laos. The review highlights the need for standardised sampling and quantification methods to ensure data comparability and calls for expanded research into rural and coastal regions. Future studies should prioritise longitudinal investigations into the effects of chronic exposure on health; this is particularly relevant for nanoplastics (NPs) because of their greater potential for biological penetration. These insights form a crucial foundation for mitigating AMP pollution in SEA. Full article

In recent years, there has been an increase in the emission of tire wear particle (TWP) microplastics from wastewater treatment plants into the environment. The aim of this study was to determine the effect of TWPs in wastewater flowing into a biological reactor on the transcription of the 16S rRNA gene and the key genes responsible for nitrogen metabolism, amoA, nirK and nosZ, in aerobic granular sludge. The laboratory experiment was carried out in sequencing aerobic granular sludge reactors operated in an 8 h cycle into which TWP microplastics were introduced with municipal wastewater at a dose of 50–500 mg TWPs/L. The ammonia removal rate and the production of oxidized forms of nitrogen increased with the TWP dose. Gene transcript abundance analysis showed that the presence of rubber and substances leached from it promoted the activity of ammonium-oxidizing bacteria (160% increase), while the transcription of genes related to denitrification conversions was negatively affected. The activity of nitrite reductase gradually decreased with increasing TWP concentration in wastewater (decreased by 33% at 500 mg TWPs/L), while nitric oxide reductase activity was significantly inhibited even at the lowest TWP dose (decreased by 58% at 500 mg TWPs/L). The data obtained indicate that further studies are needed on the mechanisms of the effects of TWPs on the activities of the most important groups of microorganisms in wastewater treatment to minimize the negative effects of TWPs on biological wastewater treatment. Full article

This study examines long-term trends in fine particulate matter (PM_2.5) composition and oxidative potential in Los Angeles based on data from the University of Southern California’s Particle Instrumentation Unit, with chemical composition retrieved from the EPA’s Air Quality System (AQS). While regulatory interventions have reduced PM_2.5 mass concentration and primary combustion-related components, our findings reveal a more complex toxicity pattern. From 2001 to 2008, the PM_2.5 oxidative potential, measured via the dithiothreitol (DTT) assay, declined from ~0.84 to ~0.16 nmol/min/m³ under stringent tailpipe controls. However, after this initial decline, PM_2.5 DTT stabilized and gradually increased from ~0.35 in 2012 to ~0.97 nmol/min/m³ by 2024, reflecting the growing influence of non-tailpipe emissions such as brake/tire wear. Metals, such as iron (Fe, ~150 ng/m³) and zinc (Zn, ~10 ng/m³), remained relatively stable as organic and elemental carbon (OC and EC) declined, resulting in non-tailpipe contributions dominating PM_2.5 toxicity. Although PM_2.5 mass concentrations were effectively reduced, the growing contribution of non-tailpipe emissions (e.g., brake/tire wear and secondary organic aerosols) underscores the limitations of mass-based standards and tailpipe-focused strategies. Our findings emphasize the need to broaden regulatory strategies, targeting emerging sources that shape PM_2.5 composition and toxicity and ensuring more improvements in public health outcomes. Full article

Extensive research about non-exhaust fine particles from tires and brakes in vehicles has been reported, focusing on the significant effects on air pollution and human harm. Significant investigations are still needed in determining the cause of influence on the environment and human health. The regulations on emissions have been discussed in earnest, starting with the introduction of brake wear particle emission standards in Euro 7. Various indoor and outdoor experiments have been conducted, such as analysis of the amount of wear on tires and brakes, and analysis of the physical and chemical properties of fine particles, and the effect of non-exhaust fine wear particles on the atmosphere and human health, as fundamental data for the introduction of emission standards and the development of low-wear tires and brakes to meet regulations. Recently, international standardized indoor experimental methods for brakes have been announced, and indoor and outdoor experimental methods for tires have been continuously studied to develop international standardized methods. In particular, tire and road wear particles, including brake wear particles, are usually mixed with each other in the non-exhaust particles from a vehicle driving on real roads, and in-depth research is being performed on their accurate classification and characteristic analysis. In this study, the characteristics of the volatile organic compounds and marker substances for tire and tire and road wear particles were analyzed. A system was installed on the vehicle to collect non-exhaust wear fine particles from the vehicle running on two different roads, urban and suburban, of the Seoul area, and the proving ground road. The specific findings are as follows: (1) From the chemical analysis of the volatile organic compounds, high n-hexane and n-dodecane were measured in the tire–road-wear particles. (2) The volatile organic compound species in the PM2.5 (aerodynamic diameter ≤ 2.5 µm) increased as the vehicle velocity increased. (3) For the PM10 (aerodynamic diameter ≤ 10 µm), high volatile organic compound species were recorded at 40 km/h of the vehicle velocity. (4) This study also revealed that higher vinylcyclohexene and dipentene were measured in the particle size below 10 μm than those in PM2.5. Full article

This study aims to evaluate the tire–road-wear particles (TRWPs) and suspended dust generated based on the nominal maximum aggregate size (NMAS) of the polymer-modified stone mastic asphalt (SMA) mixtures indoors. The SMA mixtures containing styrene butadiene styrene (SBS) polymer and the NMASs of 19, 13, 10, 8, and 6 mm were used. Dust was generated from the wear of the tires and the pavement inside the indoor chamber by using the laboratory tire–road-wear particle generation and evaluation tester (LTRWP tester) developed by Korea Expressway Corporation (KEC). In this method, a cylindrical asphalt-mixture specimen rotates in the center, and a load is applied using three tires on the sides of the test specimen. During the test, a digital sensor was used to measure the concentration for each particle size. After the test was completed, the dust was collected and weighed. According to the test results, the generated TRWP emissions were reduced by approximately 0.15 g as the NMAS of the SMA mixture decreased by 1 mm. TRWP emissions decreased by 20% when using the 6 mm SMA mixture compared to the 13 mm SMA mixture. For practical application, a predicted equation of TRWP emissions estimation was developed by using the concentration of suspended dust measured by the digital sensor in the LTRWP tester. LTRWP can be used as an indoor test method to evaluate pavement and tire materials to reduce the amount of dust generated from tire and pavement wear. Full article

Ultrahigh-performance fiber-reinforced cement-based composite (UHPFRC) made with waste derived from scrap tires and oil refineries was tested in this study. The UHPFRC sample exhibited a maximum compressive strength of about 189 MPa at the end of 28 days. Steel fibers were recovered from scrap tires and were added up to 3% by volume in the UHPFRC samples. Such additions reduced cement flow by 11% but improved compressive strength by 21%. The equilibrium catalyst particles (ECAT) disposed of by oil refineries were used in amounts of up to 15% by weight as a replacement for cement in such UHPFRC samples. These aluminosilicate materials are spherical in shape and have a porous microstructure, which was found to reduce the cement flow by absorbing more free water onto their surfaces. They also reduced the heat and strength developments at early stages. However, the total cost of the final cement-based mixture and associated CO₂ emissions were reduced by up to 7% and 15% due to the inclusion of the ECAT particles. These findings help to optimize the ECAT and recovered steel fibers in the UHPFRC mix design, and such waste valorization strategies can help achieve the goal of becoming carbon neutral. Full article

As fleet electrification progresses, vehicles are continuously becoming heavier, while the used electric motors, with their high torques, enable longitudinal dynamics to be maintained or even increased. This raises the question of what effect electric vehicles have on the emission of tire–road particulate matter (PM). To answer this question, investigations were carried out in this study on a tire internal drum test bench with real road surfaces. In addition to the vertical load, the tire inflation pressure and the driving speed were varied. PM emissions were recorded in real time, resulting in emission factors (emission per kilometer driven) for different load conditions. This allows statements to be made about both the effect on the total emission and on the particle size distribution. It was shown that the PM emission increases linearly with the vertical load at constant longitudinal dynamics. If the tire inflation pressure is increased, the emission also increases linearly, and the increases in emission are equally large for both influences. A clear influence of the driving speed on the emission factor could not be determined. With regard to the particle size distribution, the following correlations were found: higher vertical load and higher tire inflation pressure result in a larger mean particle diameter, while a higher driving speed reduces it. Thus, this study contributes to a better understanding of the expected changes in tire-road PM emissions as a result of electrification. Full article

With the implementation of strict emission regulations and the use of cleaner fuels, there has been a considerable reduction in exhaust emissions. However, the relative contribution of tire wear particles (TWPs) to particulate matters is expected to gradually increase. This study conducted laboratory wear experiments on tires equipped on domestically popular vehicle models, testing the factors and particle size distribution of TWPs. The results showed that the content of tire wear particle emission was mainly ultrafine particles, accounting for 94.80% of particles ranging from 6 nm to 10 μm. There were at least two concentration peaks for each test condition and sample, at 10~13 nm and 23~41 nm, respectively. The mass of TWP emission was mainly composed of fine particles and coarse particles, with concentration peaks at 0.5 μm and 1.3–2.5 μm, respectively. Both the number and mass of TWPs exhibited a bimodal distribution, with significant differences in emission intensity among different tire samples. However, there was a good exponential relationship between PM₁₀ mass emissions from tire wear and tire camber angle. The orthogonal experimental results showed that the slip angle showed the greatest impact on TWP emission, followed by speed and load, with the smallest impact from inclination angle. Full article

The pyrolysis of waste tires has been considered a potential sustainable solution in light of escalating carbon dioxide emissions. Nevertheless, current research indicates a lack of comprehensive understanding regarding the movement of waste tire particles in a single horizontal-axis stirred pyrolysis reactor. This study employed EDEM 2021.2 software to perform comprehensive numerical simulations of a single horizontal-axis stirred pyrolysis reactor, examining the impact of three main production factors—particle size, feed rate, and central axis speed—on particle motion. By acquiring contact data between particles and reactor walls, we illustrated the persistent motion of particles during the operation of the equipment. The research findings suggest that with the rise in rotational speed, there is a corresponding increase in particle accumulation. In high-speed conditions, the interaction between particles and the reactor wall is intensified. The contact level increased by 15.54% (at 3 r/min) and 25.66% (at 5 r/min) with the rise in rotational speed. Furthermore, at an identical rotational speed, the interaction between the larger particle group and the wall surpassed that of the smaller particle group. Doubling the feed rate led to a reduction of over 10% in the contact level between particles and the reaction wall at varying speeds. Through a thorough analysis of various factors influencing particle motion, our objective is to elucidate the motion traits of particles in the reactor, offering crucial theoretical direction and technical assistance to enhance production efficiency and ensure the secure and steady operation of pyrolysis reactors. Full article

Pyrolysis is a promising way to reuse of waste tires. However, the carbon black generated in the process is often contaminated with various pyrolysis products. This study aims to recycle low-quality recycled carbon black (rCB) from waste tire pyrolysis, addressing the challenges posed by organic residues (up to 5 wt% bituminous substances, 112.2 mg/kg PAH). This causes the agglomeration of particles and decreases the active specific surface area. Cavitational vortex milling (both wet and dry) emerges as a promising method to valorize contaminated rCB, allowing for a significant reduction in the concentration of contaminants. This novel method allows for the generation of hydrophilic and hydrophobic black pigments. In parallel experiments, low-quality rCB is incorporated into solid biofuel to enhance its calorific value. The addition of 10 wt% rCB) to peat residues significantly elevates the calorific value from 14.5 MJ/kg to 21.0 MJ/kg. However, this improvement is accompanied by notable increases in CO₂ and SO₂ emissions. This dual effect underscores the necessity of considering environmental consequences when utilizing recycled carbon black as a supplement to solid biofuels. The findings provide valuable insights into the potential of cavitational vortex milling for carbon black valorization and highlight the trade-offs associated with enhancing biofuel properties through the addition of rCB. Full article

The environmental impact of non-biodegradable rubber waste can be severe if they are buried in moist landfill soils or remain unused forever. This study deals with a sustainable approach for reusing discarded tires in construction materials. Replacing ordinary Portland cement (OPC) with an environmentally friendly geopolymer binder and integrating crumb rubber into pre-treated or non-treated geopolymer concrete as a partial replacement of natural aggregate is a great alternative to utilise tire waste and reduce CO₂ emissions. Considering this, two sets of geopolymer concrete (GPC) mixes were manufactured, referred to as core mixes. Fine aggregates of the core geopolymer mixes were partially replaced with pre-treated and non-treated rubber crumbs to produce crumb rubber geopolymer concrete (CRGPC). The mechanical properties, such as compressive strength, stress–strain relationship, and elastic modulus of a rubberised geopolymer concrete of the reference GPC mix and the CRGPC were examined thoroughly to determine the performance of the products. Also, the mechanical properties of the CRGPC were compared with the existing material models. The result shows that the compressive strength and modulus of elasticity of CRGPC decrease with the increase of rubber content; for instance, a 33% reduction of the compressive strength is observed when 25% natural fine aggregate is replaced with crumb rubber. However, the strength and elasticity reduction can be minimised using pre-treated rubber particles. Based on the experimental results, stress–strain models for GPC and CRGPC are developed and proposed. The proposed models can accurately predict the properties of GPC and CRGPC. Full article

Fine particles from vehicles occur in a range of particulate matter (PM) sizes and influence the roadside atmosphere. The contribution of fine dust from automobiles to road pollution has reportedly been extremely high. Researchers have estimated that non-exhaust fine dust originating from brakes, tires, clutches, and road surface wear rate is increasing. Several studies have shown that brake pads account for a significant proportion of non-exhaust emissions. In this study, a friction test using vehicle brake pads was carried out with a friction tester to reveal the harmfulness of brake pad particles by the driver’s driving habits. Conditions were made considering the pressure, vehicle speed, and temperature and assuming the amount of deceleration of the vehicle. Particle collection devices were used to analyze the concentration of number and the mass distribution of particles produced in the experiment, with a range from 6 nm to 7.3 μm to gauge the toxicity of particles. The results showed that the number concentration of fine particles tended to increase linearly with changes in vehicle deceleration (braking energy) in the particle diameter region around 0.75–7.3 μm. The number concentration of fine particles tended to increase exponentially in the particle diameter region around 71–120 nm. The rapid occurrence of ultrafine particles in nanometers varied depending on the test conditions. Full article

Road dust is a mixture of fine and coarse particles released into the air due to an external force, such as tire–ground friction or wind, which is harmful to human health when inhaled. Continuous dust emission from the road surfaces is detrimental to the road itself and the road users. Due to this, multiple dust monitoring and control techniques are currently adopted in the world. The current dust monitoring methods require expensive equipment and expertise. This study introduces a novel pragmatic and robust approach to quantifying traffic-induced road dust using a deep learning method called semantic segmentation. Based on the authors’ previous works, the best-performing semantic segmentation machine learning models were selected and used to identify dust in an image pixel-wise. The total number of dust pixels was then correlated with real-world dust measurements obtained from a research-grade dust monitor. Our method shows that semantic segmentation can be adopted to quantify traffic-induced dust reasonably. Over 90% of the predictions from both correlations fall in true positive quadrant, indicating that when dust concentrations are below the threshold, the segmentation can accurately predict them. The results were validated and extended for real-time application. Our code implementation is publicly available. Full article

The objective of this study was to experimentally determine the mathematical correlations between the loading of the tire, being longitudinal and lateral forces, and the emission of particulate matter (PM) from the tire–road contact. Existing emission factors (EF, emission per vehicle and distance traveled) are the result of long-term measurements, which means that no conclusion can be drawn about the exact driving condition. To determine meaningful emission factors, extensive driving tests were conducted on an internal drum test bench while measuring PM emissions from the tire–road contact in real-time. This showed that the increases in emission over longitudinal and lateral forces can be approximated with fourth-order functions, with lateral forces leading to significantly higher emissions than longitudinal forces for the summer tire investigated. Using the emission functions obtained, a three-dimensional map was created that assigns an EF to each load condition consisting of different longitudinal and lateral forces for one vertical load. With known driving data, the map can be used for future simulation models to predict the total emission of real driving cycles. Furthermore, the results show that the average particle size increases with increasing horizontal force. The particles collected during the tests were analyzed to determine the proportions of tire and road material. According to the results, the tire contributes only about 20% of the particle mass, while 80% is attributable to the road surface. In terms of volume, these shares are 32% and 68%, respectively. Full article

Road dust is one of the environment’s most important microplastic and plastic additive sources. Traffic vehicles and the wear of tires can release these emerging contaminants, which can be resuspended in the air and washed off by stormwater runoff. In this study, a concurrent quantification and chemical characterization of additives, plasticizers, natural and non-plastic synthetic fibers (APFs), and small microplastics (SMPs, <100 µm) in samples of highway road dust (HWRD) was performed. The sampling procedure was optimized, as well as pretreatment (extraction, purification, and filtration) and analysis via micro-FTIR. The average length of the SMPs was 88 µm, while the average width was 50 µm. The highest abundance of SMPs was detected in HWRD 7 (802 ± 39 SMPs/g). Among the polymers characterized and quantified, vinyl ester and polytetrafluoroethylene were predominant. APFs’ average particle length was 80 µm and their width was 45 µm, confirming that both of these emerging pollutants are less than 100 µm in size. Their maximum concentration was in RD7, with 1044 ± 45 APFs/g. Lubricants and plasticizers are the two most abundant categories, followed by vulcanizing agents, accelerators, and pre-vulcanizing retarders derived mainly from tires. A potential relationship between APFs and SMPs in the different seasons was observed, as their concentration was lower in summer for both and higher in winter 2022. These results will be significant in investigating the load of these pollutants from highways, which is urgently necessary for more accurate inclusion in emission inventories, receptor modeling, and health protection programs by policymakers, especially in air and water pollution policies, to prevent risks to human health. Full article