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Increase in road traffic leads to increased concentrations of tire-wear particles (TWPs), a prominent source of microplastics from vehicles, in road dust. These particles can re-enter the atmosphere or move into aquatic ecosystems via runoff, impacting the environment. Consequently, accurately assessing and managing TWP levels in road dust is crucial. However, the ISO method (ISO/TS 20593 and 21396) uses a constant ratio of styrene-butadiene rubber (SBR) to natural rubber (NR) for all tires, disregarding the variability in tire composition across different types and brands. Our study found substantial SBR content (15.7 %) in heavyweight truck tires, traditionally believed to be predominantly NR. We evaluated the SBR/NR content in 15 tire types and proposed a method to more accurately evaluate TWP concentrations in road dust from five different locations. Our findings suggest that the conventional ISO method may underestimate the concentrations of TWP due to its reliance on a static ratio of SBR/NR. This study underscores the necessity for a more flexible approach that can adapt to the variability in SBR and NR content across different tire types. By delineating the limitations inherent in current assessment methods, our research contributes to a more adaptable understanding of TWP concentrations in road dust. This advancement prompts the development of a revised methodology that more accurately reflects the diverse compositions of tire rubber in environmental samples.

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Understanding the behavior of tire wear particles (TWPs) and their impact on aquatic environments after aging is essential. This study explored the characteristics of TWPs generated using different methods (rolling friction, sliding friction, and cryogenic milling) and their transformation after exposure to environmental conditions mimicking runoff and sewage, focusing on their effects on river water and periphytic biofilms. Laboratory experiments indicate that at low exposure levels (0.1 mg/L), TWPs promoted biofilm growth, likely due to zinc release acting as a nutrient and the aggregation of particles serving as biofilm scaffolds. However, at higher concentrations (100 mg/L), TWPs inhibited biofilm development. This inhibition is linked to toxic byproducts like N-(1,3-dimethylbutyl)-N'-phenyl-p-phenylenediamine-quinone and environmentally persistent free radicals, which reduce biofilm biomass, alter algal diversity, and decrease the production of essential biofilm components such as proteins and polysaccharides, consistent with the inhibitory behavior of TWPs on bis-(3'-5')-cyclic diguanosine monophosphate and quorum sensing signals, including acyl-homoserine lactone and autoinducer-2. Aging processes, particularly after simulated sewage treatment, further affect ecological impacts of TWPs, reducing the benefits observed at low concentrations and intensifying the negative effects at high concentrations. Contribution of here lies in systematically revealing the impact of TWPs on the development of aquatic biofilms, emphasizing the logical relationship between their aging characteristics, environmental behavior, and ecological risks. It assesses not only the release effects of typical additives and conventional size effects but also highlights the emerging photochemical toxicity (persistent free radicals), thus providing valuable insights into the aquatic ecological risk assessment of TWPs.

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Owing to stringent vehicle emission regulations and the shifting automotive landscape towards clean-energy vehicles, the emission of non-exhaust tire-wear particles and its implications for microplastic contamination have garnered substantial attention, emerging as a focal point of research interest. Unlike traditional source apportionment methods involving direct environmental sampling, this study focuses on the physical and chemical attributes of tire treads, the tread temperature changes, and the tire-wear particle emissions of three light-duty vehicles manufactured between 2011 and 2021. This study advances the understanding of the effects of tire properties on particle emissions, which provides preliminary information on low-wear tires. The results show that tire-wear particle emissions, mainly composed of ultrafine particles in terms of number, heavily depend on the elevated tread temperatures. The change in tread temperature is influenced not only by the initial tread temperature but also by tread pyrolysis characteristics. Ca, Mg, and Zn are abundantly contained in the tire tread and tire-wear particles.

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Tire wear particles (TWPs) enter aquatic ecosystems through various pathways, such as rainwater and urban runoff. Additives in TWPs can harm aquatic organisms in these ecosystems. Therefore, it is essential to investigate their toxicity to aquatic organisms. In our study, we initially recorded the median effective concentrations of 21 TWP-derived compounds on Chlorella vulgaris growth, ranging from 0.04 to 8.60 mg/L. Subsequently, through an extensive review of the literature, we incorporated 112 compounds with specific toxicity endpoints to construct the QSAR model using genetic algorithm and multiple linear regression techniques, followed by the construction of the consensus model and the quantitative read-across structure-activity relationship (q-RASAR) model. Meanwhile, we employed rigorous internal and external validation measures to assess the performance of the model. The results indicated that the developed q-RASAR model exhibited strong adaptation, robustness, and reliable prediction, with q-RASAR indicators of Q2LOO = 0.7673, R2tr = 0.8079, R2test = 0.8610, Q2Fn = 0.8285-0.8614, and CCCtest = 0.9222. Based on an external dataset containing 128 emerging TWP-derived compounds, the model's applicability domain coverage was 90.6 %. The q-RASAR model predicted that the structure of diphenylamine was associated with higher toxicity, possibly liked to the SpMax2_Bhm and LogBCF descriptors. The established model reliably provides prediction and fills a critical data gap. These findings highlight the potential risks posed by emerging TWP-derived compounds to aquatic organisms.

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Drivers commonly navigate their vehicles at moderate speeds in proximity to traffic lights. In this study, road dust samples were collected in the vicinity of traffic lights, as well as at a taxi stand (TS) situated between traffic lights, with considerations given to both forward direction (FD) and backward direction (BD). The characterization of tire wear particles (TWPs) in the road dust was meticulously conducted based on particle size. Notably, tire-road wear particles (TRWPs) were conspicuously absent in samples surpassing 500 µm. Furthermore, TRWPs comprised less than 1% of identified particles in the road dust samples of 212-500 µm, with their origin traceable to heavy vehicles rather than passenger cars. The abundance of TRWPs from heavy vehicles exhibited marked variations, with heightened prevalence in the TS and BD samples as opposed to the FD sample. For the samples smaller than 212 µm, the composition of natural rubber (NR) in TWPs demonstrated a diminishing trend with escalating particle size. Conversely, the composition of styrene-butadiene rubber (SBR) exhibited an upward trajectory independent of the sampling site. The NR composition ratio in TWPs followed the order: TS (17-55%) > FD (17-47%) > BD (13-36%), while the SBR composition ratio exhibited the sequence: BD (62-86%) > FD (48-79%) > TS (24-70%). The TWP concentrations in road dust obtained from the TS (0.35-0.82%) were discernibly lower than those in the FD (0.54-1.77%) and BD (0.61-1.29%) samples. Specifically, the average TWP concentrations in road dust samples, falling within the size range of 20-212 µm, were 0.45%, 1.06%, and 0.91% for the TS, FD, and BD samples, respectively. These concentrations were lower than the corresponding values observed in samples collected from a bus stop.

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Particulate matter (PM) is increasingly affecting the social-economic development of countries. An increase in PM2.5 concentration increases susceptibility to cardiovascular and respiratory diseases and cancer. Tire wear particles (TWP) contribute to airborne PM. In the present work, we investigated the variation in the concentration of TWP of <2.5 µm in aerodynamic diameter (TWP2.5) in an indoor parking garage depending on the sampling sites. PM2.5 samples were collected at four sites in an indoor parking garage of a college campus: the entrance of the parking garage (Ent), the second floor toward the third floor (2F), the front of the parking zone on the second floor (2FP), and the third floor toward the fourth floor (3F). Each PM2.5 sampling was performed for 4 days during the fall season. The PM2.5 concentrations at the 2F and 2FP were similar to the outside PM2.5 concentrations, whereas those at the Ent and 3F were higher than the outside PM2.5 concentrations. The TWP2.5 concentrations in the indoor parking garage were 0.61-0.73 µg/m3. The differences in the TWP2.5 concentrations depending on the sampling sites were due to the differences in traffic volumes. The TWP2.5 concentration at the 2FP was higher than those at the other sampling sites owing to air stagnation and TWPs produced by the high friction when parking and exiting a car in the parking zone. The contributions of TWP2.5 to the PM2.5 concentrations were 3.9-11.7%, in the order of 2FP â‰« Ent > 3F > 2F. A good air ventilation system can be recommended to reduce TWP2.5 concentrations in indoor parking garages.

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Non-exhaust PM emissions from vehicles in real road have been conducted, but heavy vehicles have rarely been tested. In this study, PM2.5 and PM10 samples were directly collected from a tire of a moving bus and the composition was analyzed to investigate the sources of PM emissions. Driving tests were conducted at a proving ground (PG) and a city road (CR). PM2.5 emissions considerably increased when the lateral force of the tire increased and the vehicle accelerated. The PM emission rate was higher in the PG test than in the CR test because of the harsher driving conditions at PG. The emission rates of PM10 in the PG and CR tests were higher than those of PM2.5 by approximately 6 and 11 times, respectively. In the PG and CR tests, the proportions of tire wear particles (TWPs) were 4.9% and 2.1% in the PM2.5 samples, and 6.8% and 8.2% in the PM10 samples, respectively. Furthermore, TWPs with PM (TWPPM) were generated by other sources: secondary production of TWPPM by fragmentation of TWPs and resuspension of TWPPM on the road. The contributions of other sources to TWP2.5 generation were at least 6% and 57% in the PG and CR tests, respectively, whereas that to TWP10 generation was at least 3.5% in the CR test. Iron derived from brake abrasion and mineral particles was observed in the PM samples, and the Fe concentrations were higher in the PM10 samples than in the PM2.5 samples by over 9 and 18 times for the PG and CR tests, respectively. Sulfur sources, such as TWPs, exhaust gas, and bitumen, were observed in the PM samples. Based on our findings, we recommend that road wear particles should be removed from roads to reduce PM emissions upon driving.

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To reduce microplastic (MP) discharge into the aquatic environment, it is necessary to properly identify its sources and amounts. Here, specific MP sources, i.e., personal care products (PCPs), fibers from clothes, and tire-wear particles (TWPs) were focused, and MP generations from these sources in the Tokyo Bay watershed, Japan, were estimated based on statistical data on production and reported emission factors of the MP sources and executing considering uncertainty on the data. Potential annual MP emission into Tokyo Bay was estimated to be 10.2 ± 1.6, 38 ± 22, and 1500-1800 tons for PCPs, fibers, and TWPs, respectively. Emissions into Tokyo Bay by assuming MP density and diameter was estimated. For fiber, the fraction to potential emission was estimated at 1.0-2.8 %. This study contributes to determining potential discharge pathways. This will assist in the application of appropriate measures to reduce MP discharge into water bodies.

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Air pollution, a pressing global issue, is significantly exacerbated by airborne particulate matter (PM), affecting air quality and human health. Urban vehicular activities majorly contribute to PM rise through both exhaust and non-exhaust emissions. Despite strides in managing exhaust emissions, non-exhaust particles, such as tire wear particles (TWP) remain under-addressed. This research proposes a method for estimating TWP concentrations using PM10 data and traffic activity, which could offer a valuable tool for controlling roadside fine particles and TWP. This paper introduces a ternary plotting technique and step-by-step procedure to estimate TWP levels in road dust using only PM10 and traffic data. Traditional analysis of TWP via pyrolysis-gas chromatography-mass spectrometry is complex and time-consuming. Hence, our proposed approach presents an alternate method that leverages readily accessible PM and traffic data, providing critical information for road management interpretation. The triangular plot analysis demonstrated a linear correlation: [log(Traffic) + 2]-[250,000/TWP-13]-0.18PM10. While the resulting correlation may vary based on specific road conditions, the method can be tailored to different regions, offering insights into efficient estimation of TWP concentrations and promoting improved roadside pollution management.

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The study quantified the biological nitrogen removal performance, microbial metabolism, microbial community structure, and antioxidant system in a sequencing batch reactor under long-term exposure to 0.1 and 1 mg/L tire wear particles (TWPs), and determined the contribution of leachable additives to the biotoxicity of TWPs. The results showed that long-term exposure to 0.1 and 1 mg/L TWPs inhibited both the nitrification and denitrification processes, reducing ammonia nitrogen (NH4+-N) and total nitrogen (TN) removal efficiency. The TWP leachate (TWPL) primarily contributed to the denitrification inhibition by TWPs, potentially due to the high concentration of zinc ions in the leachable additive. Furthermore, both TWP and TWPL inhibit nitrogen conversion, with TWP inhibiting the generation and transfer of electrons, while TWPL only negatively affects the electron transfer process. This study presents novel insights into the impact of TWPs on biological nitrogen removal, underscoring its broader implications for the geochemical nitrogen cycle.

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Tire wear particles (TWPs) are increasingly being found in the aquatic environment. However, there is limited information available on the environmental consequences of TWP constituents that may be release into water. In this study, TWP leachate samples were obtained by immersing TWPs in ultrapure water. Using high-resolution mass spectrometry and toxicity identification, we identified potentially toxic organic substances in the TWP leachates. Additionally, we investigated their toxicity and underlying mechanisms. Through our established workflow, we structurally identified 13 substances using reference standards. The median effective concentration (EC50) of TWP leachates on Scenedesmus obliquus growth was comparable to that of simulated TWP leachates prepared with consistent concentrations of the 13 identified substances, indicating their dominance in the toxicity of TWP leachates. Among these substances, cyclic amines (EC50: 1.04-3.65 mg/L) were found to be toxic to S. obliquus. We observed significant differential metabolites in TWP leachate-exposed S. obliquus, primarily associated with linoleic acid metabolism and purine metabolism. Oxidative stress was identified as a crucial factor in algal growth inhibition. Our findings shed light on the risk posed by TWP leachable substances to aquatic organisms.

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Particulate matter (PM2.5) samples were collected at two different places of a college campus (CC) and a bus stop (BS) nearby the college campus. The traffic volume of college campus was very low due to untact classes. Polymeric components and tire wear particle (TWP) contents in the PM2.5 samples were analyzed using pyrolysis-gas chromatography/mass spectrometry (Py-GC/MS). Various polymeric components such as natural rubber (NR), bitumen, saturated hydrocarbons, poly(ethylene terephthalate) (PET), and plant-related particles (PRPs) were observed. NR and bitumen are key components of TWP of bus tire tread and asphalt pavement wear particle (APWP), respectively. The TWP contents in the PM2.5 samples collected at the bus stop were larger than those collected at the college campus. For the same sampling site, the TWP content in the PM2.5 sample collected for higher fine dust concentration in the air was greater than that for lower one. The TWP2.5 concentration in the air for the BS sampling was higher than those for the CC sampling, even when the PM2.5 concentration in the air for the former was lower than those for the latter. It can be concluded that the TWPs and APWPs in the PM2.5 samples collected at the college campus should be transferred mostly from the outside road.

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1,3-Diphenylguanidine (DPG), benzothiazole (BTH), benzotriazole (BTR), and their derivatives are high-production-volume chemicals widely used in tires, corrosion inhibitors and plastic products. Vehicular traffic is an important source of these chemicals in the environment. Despite this, little is known about the occurrence of these chemicals in roadside soils. In this study, we determined the concentrations, profiles, and distribution patterns of 3 DPGs, 5 BTHs, and 7 BTRs in 110 soil samples collected from northeastern United States. We found widespread occurrence of 12 out of the 15 analytes measured in roadside soils, at detection frequencies ≥71 % and median concentrations in the range of 0.38-380 ng/g (dry weight). DPGs were the predominant chemicals accounting for 63 % of the sum concentrations of three chemical classes determined, followed by BTHs (28 %) and BTRs (9 %). The concentrations of all analytes (except for 1-, 4-, and 5-OH-BTRs) exhibited significant positive correlations (r: 0.1-0.9, p < 0.01), suggestive of their common sources and/or similar environmental fates. Higher concentrations of DPGs, BTHs and BTRs were found in soils from highways, rubberized playgrounds, and indoor parking lots than those from gardens, parks, and residential areas. Our findings suggest the release of DPGs, BTHs and BTRs from rubber products, especially automobile tires. Further studies are needed to investigate the environmental fate and toxicities of these chemicals to humans and wildlife.

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Strict environmental laws have been enacted to regulate the emission of exhaust particulate matter (PM), which is one of the most hazardous pollutants that reduce air quality and pose a serious risk to the human health. In addition, non-exhaust PM, such as road wear, tire wear, and brake wear debris, is a significant source of airborne pollutants. Road dust less than 100 µm in size may include tire wear particles (TWPs), which are broken down into finer particles with sizes on the order of tens of micrometers because of weathering. TWPs can be transported to water bodies via runoff, potentially contaminating water systems and negatively affecting aquatic ecosystems. Therefore, ecotoxicity tests using reference TWPs are required to investigate the impact of TWPs on the human health and environment. In this study, aged TWPs were produced using dry-, wet-, and cryo-milling methods, and the dispersion stability of TWPs in dechlorinated water was evaluated. Aged TWPs prepared by dry- and wet-milling had an average particle size of 20 µm, whereas pristine TWPs had an irregular shape and average particle size of 100 µm. The capacity of the ball-milling cylinder and excessively long 28-d generation time constrain the amount of aged TWPs that can be produced through conventional milling. In contrast, cryo-milling reduces the particle size of TWPs at the rate of -275.0 µm/d, which is nine times higher than that upon dry- and wet-milling. Dispersed cryo-milled TWPs had a hydrodiameter of 2.02 µm and were more stable in the aqueous phase in relation to the other aged TWPs. The results of this study suggest that cryo-milled TWPs can be used for aquatic exposure assessments as controls for real-world TWPs.

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Tire-wear particles (TWP) from vehicles serves as a non-exhaust emission source. The mass content of metallic species in road dust may increase owing to the traffic of heavy vehicles and industrial activity; consequently, metallic particles are also present in road dust. Herein, road dust collected from steel industrial complexes with high traffic of high-weight vehicles and the composition distribution of five size-fractioned particle sizes were analyzed. Road dust samples were collected from three areas near steelmaking complexes. The mass distribution of TWP, carbon black (CB), bituminous coal, and heavy metals (Fe, Zn, Mn, Pb, Ni, As, Cu, Cd, and Hg) in different size fractions of road dust was quantified by combining four different analytical techniques. In the magnetic separation for <45 µm fraction, 34.4 wt% and 50.9 wt% was removed for steelmaking and steel-related industrial complexes, respectively. As the particle size decreased, the mass content of Fe, Mn, and TWP increased. The enrichment factors of Mn, Zn, and Ni were higher than two, indicating that they were related to industrial activities in steel complexes. The maximum concentrations of TWP and CB originating from the vehicle varied depending on the region and particle size range: TWP 2.066 wt% at 45-75 µm (industrial complex) and CB 5.559 wt% at 75-160 µm (steel complex). Coal was only found in the steel complex. Finally, to reduce the exposure of the finest particles to road dust, three methods were suggested. Magnetic fraction must be removed from road dust using magnetic separation; the fly dust of coal during transportation must be suppressed, and covers must be used in coal yards; the mass contents of TWP and CB in road dust should be removed by vacuum cleaning instead of water flushing.

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Traffic related non-tailpipe particulate matter emissions can rival the continuously decreasing tailpipe emissions in modern fleets. Non-tailpipe emissions have become the dominating source of traffic emissions in California already. This study measured ambient PM2.5 and PM10 concentrations at near road environments for two major highways in California, I-5 in Anaheim and I-710 in Long Beach. A total of 51 elements were measured from filter samples collected over four-hour intervals for a two-week period in the winter of 2020 before the statewide lockdown by the COVID-19 pandemic. Iron was the most abundant element in ΔPM10 (differences between downwind and upwind sites), contributing to 30 % and 24 % of total measured elements in ΔPM10 at the I-5 and I-710 locations, respectively. Iron correlated highly with other brake wear markers (e.g., titanium, copper, barium, manganese, and zirconium) with coefficient of determination (r2) ranging from 0.67 to 0.90 in both PM2.5 and PM10. Silicon was the second most abundant element, contributing to 21 % of total measured elements in ΔPM2.5 and ΔPM10. Silicon showed strong correlations with crustal elements such as calcium (r2 = 0.90), aluminum (r2 = 0.96), and potassium (r2 = 0.72) in ΔPM2.5, and the correlations were even higher in ΔPM10. Barium had a weak correlation with zinc, a commonly used maker for tire wear, with r2 = 0.63 and r2 = 0.11 for ΔPM10 at the I-5 and I-710 locations respectively. Barium showed a positive correlation with crosswind speed and could serve as a good brake wear PM marker. Hourly PM2.5 concentrations of iron and zinc showed cyclic peaks from 0800 to 1000 h at I-5 during weekdays. Particle mass distributions showed peaks near ~7 µm, while particle number distributions showed peaks near 2.1 µm and 6.5 µm, respectively. This is consistent with brake wear and road dust size ranges previously reported.

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Tire wear particles (TWPs) are generated by friction between the road and the tire. TWPs are one of the major microplastics found in environmental samples, such as road dust, particulate matter (PM), and sediment. TWP contents in environmental samples are generally analyzed using the pyrolysis technique. Tire tread compounds of heavy vehicles are usually composed of natural rubber (NR). Isoprene and dipentene are the principal pyrolysis products of NR, and dipentene is employed as the key marker for the determination of the TWP contents. In this study, an NR abrasion specimen was thermally aged, and an abrasion test was performed to obtain the wear particles. The influence of the wear particle size and thermal aging on the pyrolysis behavior of NR was investigated. The isoprene/dipentene ratio exponentially increased as the wear particle size decreased, and it was also increased by the thermal aging of the abrasion specimen. The increased isoprene/dipentene ratio by thermal aging was explained by increasing the crosslink density. Using the relationship between the wear particle size and the isoprene/dipentene ratio, it is possible to estimate the isoprene/dipentene ratio for very small TWP such as PM. The experimental results concluded that the wear particle size and thermal aging affect the formation of the key pyrogenic products, and the influencing factors should be considered for the quantification of TWP contents in the environmental samples.

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Microplastics (MPs) are widely distributed throughout the environment. Upon ingesting MPs, the pollutants that they carry are then desorbed into organisms. This results in the accumulation of various chemicals within the organism. This study systematically examined the mechanism of antibiotic desorption using tire wear particles (TWP) as a carrier of antibiotics in simulated human gastrointestinal fluid and fish intestinal fluid. The findings of this study revealed the formation of cracks, pores, and depressions on the surface of photoaged TWP in an aquatic environment, as well as additional adsorption sites that are more favorable for the attachment of pollutants. Furthermore, the simulated human gastric fluid had a higher desorption rate than that of the fish intestinal fluid. The competition for TWP adsorption sites in the gastrointestinal fluid and the potential dissolution of antibiotics were the primary drivers of the increase in the desorption rate. The desorption rate in the simulated human gastrointestinal fluid was greater than that in the simulated fish intestinal fluid due to the composition of the gastrointestinal fluid. However, the carrying of pollutants by MPs poses a potential threat to human health. This study improves our understanding of TWP toxicity and has significant implications for the development of risk assessments.

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Despite increasing the public awareness of ubiquity of microplastics (MPs) in air, the issue on particular source of tire wear particles (TWPs) emission into atmosphere and their exposure-associated human health has not received the attention it deserves. Here we linked vehicle kilometers traveled (VKT) estimates covering demography, socio-environmental, and transportation features and emission factors to predict regional emission patterns of TWP-derived atmospheric MPs. A data-driven probabilistic approach was developed to consider variability across the datasets and uncertainty of model parameters in terms of country-level and vehicle-type emissions. We showed that country-specific VKT from billion to trillion vehicle-kilometer resulted in 103-105 metric tons of airborne TWP-derived atmospheric MPs annually in the period 2015-2019, with the highest emissions from passenger cars and heavy-duty vehicles. On average, we found that airborne TWP emissions from passenger cars by country had substantial decreased (up to ∼33%) during COVID-19 lockdowns in 2020 and pronounced increased (by a factor ∼1.9) from vehicle electrification by the next three decades. We conclude that the stunning mass of airborne TWP is a predominant source of atmospheric MP. We underscore the necessity of TWP emissions control among the United States, China, and India. Our findings can be of great use to environmental transportation planners for devising vehicle/tire-oriented decision support tools. Our data offer information to enhance TWP-exposure estimates, to examine long-term exposure trends, and subsequently to improve health risk assessment during pandemic outbreak and future electrification.

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With the continuous growth of vehicle per capita in recent years, tire wear particles (TWP) produced by tire wear on roads have been widely found in various environmental media, whose environmental behavior and effects have attracted extensive attention. After being produced, these microsized and nanosized TWP will drift into the atmosphere or enter the surrounding soil, rivers, and even into the ocean with rain and runoff. The existence of TWP significantly affects the composition of organic materials in the environment. Meanwhile, the release of heavy metals and organic additives from TWP will be harmful to organisms and human health. We summarized the sources and characteristics of TWP, their migration and diffusion in water, atmosphere, and soil environment. By analyzing the environmental impacts and ecological risks of TWP pollution, we proposed the key questions urgently to be solved and prevention measures.

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