-------
and stored in 1 ft x 1 ft sections until ready for use. Portions of all
compounding ingredients were also stored for use in correlation experiments.
Generation and Collection of Volatiles
After considering important vulcanization parameters to be reproduced
(temperature/duration, reducing environment) and reviewing several papers
which described the heating of polymers within inert environments (refs.
30-35), the following generation technique was selected. A 50 gm piece of
uncured rubber was placed in a stainless steel curing vessel, which was
purged with nitrogen and sealed with toggle valves (figure 1-A). Free of
air, the vessel was heated in an oven to simulate the actual tire press
closing and vulcanization stages. As the stock cured over a 20-minute
period, volatiles were released from it and retained in the closed system.
Following the curing stage the vessel was slowly cooled and was con-
currently purged with air to wash the effluent into-a collection device
downstream (fig. 1-B). Adsorption on activated charcoal was selected
for this purpose because of the high collection efficiency for organic
compounds, the ease of solvent desorption (for the analysis stage which
followed), and the insensitivity to water (refs. 36-44). This portion of
the experimental cycle (analogous to the actual press opening and cooling
stage) lasted approximately 30 minutes and effectively trapped the Cfi and
greater organic fraction.
Prior to the separation and identification stages, a preliminary inves-
tigation determined the relationship between percent weight loss from the
stock and temperature. This data was used to assess the reproducibility
of the experimental cycle and to establish the level of emissions from the
stock over the relevant temperature range. Fourteen randomized trials were
conducted between 160 and 200°C at 10°C increments with a constant curing
duration of 20 minutes. Figure 2 shows the first order regression of per-
cent weight loss on temperature, which was significant (P<.001) with no
significant lack of fit (.10
-------
A. Generation Stage
CURING VESSEL
OVEN
AIR
B. Collection Stage
ACTIVATED CHARCOAL
u
,
CURING VESSEL3
OVEN
aStainless steel pressure filtration funnel, 200ml capacity (Gelman),
with 47 mm high-efficiency glass fiber filter at outlet.
Stainless steel tubing, 80 mm x 6.5 mm O.D. x 4 mm I.D., containing
200 mg of 80/100 mesh activated cocoanut charcoal (Fisher Scientific)
held by si lane-treated glass wool plugs.
Figure 1. Apparatus for generation and collection of volatiles
from curing tread stock.
190
-------
0.4
w 0.3
W
X
o
H
0.2
0.1
160
T - -0.15328 + 0.002121
r2 » 0.818
I
170
180
TEMPERATURE (°C)
190
200
Figure 2. First order regression of percent weight loss on temperature
of selected tread stock.
(Stock size of 50 gm, i.e., 2 pieces, each 6 in. x l in. x 1/4 in., heated
for 20 min. in N2 and cooled under continuous 70 ml/m'in air flow for 30 min
to room temperature.)
191
-------
Separation and Identification of Compounds
The materials adsorbed on the charcoal were eluted with 1.0 ml of
ethyl ether using the apparatus and procedure shown in figure 3. This
desorption method was tested with toluene (20 mg total adsorbate) and was
reproducible, averaging 89.2 percent recovery for triplicate trials. Prior
to gas chromatography the eluate was reduced in volume under dry nitrogen
from 1.0 ml to 50-75 yl, thereby increasing the relative concentration of
higher boiling compounds.
An aliquot of the eluate was injected into a gas chromatograph with
experimental parameters given in table 2. The column contained a methyl -
silicone oil liquid phase to effect a boiling point separation and to
allow temperature programming. It was prepared according to the procedures
outlined by Dunham and Liebrand (ref. 45) and had an efficiency of 21,000
theoretical plates for n-nonane under isothermal 100 °C operation.
Figure 4 shows typical chromatograms for the curing volatiles (B) and
a control (A) (obtained by carrying a charcoal tube through the procedure
Table 2. Parameters for gas chromatography
Apparatus
Instrument: Perkin Elmer Model 990 Gas Chromatograph
Detector type: Flame ionization
Recorder range: 1 mV full scale
Column
Length and diameter: 50 ft * 0.125 in. O.D. x 0.085 in. I.D.
(2 x 25 ft sections joined with a Swagelok 1/8 in. stainless
steel union)
Material: Stainless steel
Packing: 3.1. percent SP-2100 on 80/100 mesh Gas Chrom-Q
Temperatures, °C
Injection port: 200
Detector: 200
Column: Temperature programmed from 50 to 160 at 2°/min and
160 to 330 at 6°/min
Flow rates of gases
Carrier gas (He): 30 ral/min isorheic
Hydrogen: 35 ml/min
Air: 400 ml/min
Sample
Volume: 3 yl
Retention times: Relative to styrene
192
-------
Figure 3. Apparatus for elution of adsorbed curing volatiles
from activated charcoal.
(The charcoal tube was positioned with its inlet side down; 300 vl of
diethyl ether were then drawn through the absorbent bed by withdrawing
the gas-tight syringe a like volume. The tube was capped with Teflon
tape and allowed to stand for 30 min, whereupon an additional 1.0 v\
of diethyl ether was drawn through the tube and collected in the receiving
syringe.)
193
-------
A.. Chromatogram of Control Sample
B. Chromatograjn of Stock Volatileo
ID
11
21
28
'| 29 ||J'
TIME(MIN.) 0 ,10
TEMP. (°C.) 50 ?0
20 30 40. 50 60
SO 110 130. 150 • 190
70
250.
80 90'
310330
Figure 4. Gas chromatography of curing volatiles and a control sample
(parameters given in table 2).
194
-------
with no sample in the curing vessel). It reveals numerous peaks in the
experimental sample not present in the control. Compounds are abundant
throughout the temperature program with the major ones in the lower boil-
ing region. Analysis of a series of n-alkanes (Cg-C25) defined the approx-
imate boiling range for these peaks to be between 80 and 250 °C (peaks 3
to 32).
In order to compare volatiles released from the stock with those dis-
charged from specific rubber additives, each compounding ingredient was
carried through the heating, collecting, and separation stages individually
(using twice the amount contained within a 50-gm stock sample). A small
amount of styrene was added to the extracts prior to injection into the
gas chromatograph as an internal reference for determination of relative
retention times. It was not added to the two styrene-butadiene rubber
extracts since it was a natural component of them.
Figures 5 through 12 show the results of these experiments. In each
case the chromatogram of the total effluent (B) is placed directly below
that of the ingredient (A) for reference. Chromatograms of four ingre-
dients (sulfur, zinc oxide, stearic acid, and sunproof wax) are not in-
cluded since no significant peaks were resolved.
There is good correspondence between relative retention times of
peaks from the, ingredients and from the stock. Especially clear is the
comparison with the cis-polybutadiene rubber (fig. 7) which shows major
peaks matching quite closely. Other ingredients, including the styrene-
butadiene rubbers, diphenyl guanidine, and the antiozonant, generated
relatively few volatiles, but these, too, correlated well. The oil con-
tributed a series of low.abundance compounds, primarily in the higher
boiling region, while the sulfenamide accelerator produced several large
peaks, two of which matched those from the entire stock.
An aliquot of the stock vol.atiles eluate was subjected to combined
gas chromatography-mass spectrometry under parameters listed in table 3.
An identification was based upon the compound's mass spectrum and its
gas chromatographic retention time or an estimate of its boiling point,
depending upon the availability of an analytical standard.
195
-------
A. Chromatogram of Styrene-Butadiene Rubber (l) Volatiles
RR-.57
- RR=2.77
B. Chromatogram of Stock Volatileac
TIME(t!IN.) 0 10
7EMP.(°C.J 50 70
50
ISO
60
ISO
70
250
80 90
310 330
Figure 5. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
196
-------
A. Chromatograro of Styrene-Butadien* Rubber (2) Volatiles
RR-l.OO
B. Chromatogram of Stock Volatiles
9
R=1.0C
18
RR-2.00.
19
2.03,
20
,2.10
TJKE(MIN.) 0
TEKP.rc.) 50
10
70
20
90
30
110
4C1
130
SO
150
60 TO
190 250.
80 90 '
310330..
Figure 6. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
197
-------
A. Ckromatograro of cis-Pol/butadiene Rubber Volatiles
RR=.-82
RR~2.66
Btyrene (I.S.)
RR=1.16
RR-2.74,7.78.2.80
RR=.
B. Chromatogram of Stock Volatiles
6
RR=.82
11
RR=1.1(
26
RR-2.C6
24
B=2.S5
Mi-
27 28 29
RR-='2.7S,2.79,2.81
TIME (KIN.) 0 10
TEMP.( C.) 50 70
20
$0
30 40
110 130
50
ISO
60 70
190 250.
80 90
310 330
Figure 7. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
198
-------
A. Chromatogrom of Aromatic Oil Volatile^
styrenc (I.S.)
B. Chromatogram of Stock Volatile^
Ul
14
RR=1.49
TEMP.(°C.) 50
10
70
_ 20
SO
30
110
40
130.
50
ISO
60 70
190 250
'80 90
310 330..
Figure 8. Retention time comparison of volatiles from a rubber a,dditive
with those from the compounded stock (relative to styrene).
199
-------
A. Chromatogram of Furnace Black Volatilea*
Etyrene (I.S.)
B. Chromatogram of Stock Volatileer
TIME(KIN.) 0 10
TEMP.(°C.) 50 70
20 30 40.
90 110 130.
50 60 70 £0 90 '
ISO 190 250. 310 330..
Figure 9. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
200
-------
A. Chromatogram of K-Phenyl-N*-sec,butyl-p-phenylenediamino
(antiozonant) Volatiles
Btyrene (I.S.)
RR-2.40
B. Chromatograra of Stock.Volatiles
TIME(MIN.) 0
TEMP.(°C.) 50
10 20
70 - 90
30
110
40
130
50
150
60 70
190 250 .
80 90 '
310 330
Figure 10. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
201
-------
TIME(KIN.) 0
TEMP.(°C.) 50
A. Chroraatogram of N-t.l>utyl-2-'ben2othiazole sulfenamide
(accelerator) Volatilea
styrene (I,
10
70
B» Chromatogram of Stock Volatile®
I
A^^^
20 3D 40
90 110 130.
50
, 150
60 70 60 90 '
190 250 310 330.
Figure 11. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
202
-------
RR-1.29
styrcne
JL.
A. Chromatogram of Diphenyl Guanidine
(secondary accelerator) Volatiles-
RR=1.66
.S.)
B. Chromatogram'of Stock Volatilee
12
RR-1.29 '
IAJ
16
RR=1.69
TIKE(MIN.) 0
°C;) 50
10
70
20
>0
30 40
110 130.
50
ISO
60 70
190 250
80 90
310 330.
Figure 12. Retention time comparison of volatiles from a rubber additive
with those from the compounded stock (relative to styrene).
203
-------
Table 3. Parameters for gas chromatography-mass spectrometry
Gas Chromatograph
Model: Hewlett Packard 5700 A
Parameters: Same as given in table 2, except temperature program
from 50 to 180°C at 2°/imn
Separator: Single stage silicone membrane separator. Environ-
mental Devices, Inc., Model 210
Temperatures: Inlet, separator at 200°C
Mass Spectrometer
Model: Hewlett Packard 5930-A Dodecapole Mass Spectrometer with
5932-A Data System
Resolution: 4 times mass number over entire mass range
Mass range: 33-350 amu
Scan rate: 100 amu/sec plus 6 sec delay between scans (10.5 sec/
cycle)
Mass stability: ±0.1 amu
Detector: Bendix Continuous Dynode Electron Multiplier
Temperature: Ion source at 200°C, Mass Filter at 110°C
Ion source: 70 eV Tungsten-Rhenium Filament (magnetically
constrained), emission current at 250 uamp, target at
220 yamp (88 percent efficiency)
Table 4 lists the unusual assortment of compounds identified in the
stock effluent. The oligomers of butadiene are quite abundant, especially
the dimer, 4-vinyl-l-cyclohexene (which is primarily responsible for the
stock's characteristic odor). Other known oligomers present include
1,5-cyclooctadiene (dimer) and the 1,5,9-cyclododecatriene trimers. Peaks
27, 28, and 29 are listed as butadiene trimers, although structures cannot
be assigned. The general appearance of their spectra (especially the molec-
ular ion at m/e_ 162) and the cis-polybutadiene rubber suspected source
indicate this to be the case. The presence of toluene, which represents
the largest resolved peak (peak #5), was~also confirmed. Although its
particular spectrum is common of other C^Hg hydrocarbons, e.g., cyclohepta-
triene, the gas chromatographic retention times match perfectly. Other
confirmed compounds include styrene (residual monomer from the styrene-
butadiene rubbers), N-sec_.butylaniline (an impurity from the antiozonant),
benzothiazole (from the accelerator), and several alky! benzenes and naph-
thalenes (probably from the aromatic oil). One compound, jb. butyl isothio-
cyanate, was tentatively identified from its mass spectrum and the estimated
boiling point of the peak.
204
-------
Table 4. Compounds identified in the tread stock effluent.
Peak
No.
Compound
Method of
Identifi-
cation9
Probable source
5 toluene
6 4-vinyl-l-cyclohexene
7 ethyl benzene
8 m + p-xylene
9 styrene
10 t_. butyl isothiocyanate
11 1,5-cyclooctadiene
22 benzothiazole
23 N-sec.butyl aniline
24 1,5,9-cyclododecatriene
25 methyl naphthalenes
26 1,5,9-cyclododecatriene
27 butadiene trimer
28 butadiene trimer
29 butadiene trimer
30 ethyl naphthalene
31 dimethyl naphthalene
32 dimethyl naphthalene
MS + GC Polybutadiene rubber
MS + GC Polybutadiene rubber
MS + GC Aromatic oil
MS + GC Aromatic oil
MS + GC Styrene butadiene rubber
MS + BPest N-i. butyl-2-benzo-
1 thiazole sulfen-
amide
MS + GC Polybutadiene rubber
MS + GC N-t.. butyl-2-benzo-
thiazole sulfen-
ami de
MS + GC N-phenyl-N'-sec.butyl -
p-pheny1enedi ami ne
MS + GC Polybutadiene rubber
MS + GC' Aromatic oil
MS + GC Polybutadiene rubber
MS + BPest Polybutadiene rubber
MS + BPest Polybutadiene rubber
MS + BPest Polybutadiene rubber
MS + GC Aromatic oil
MS + BPest Aromatic oil
MS + BPest Aromatic oil
Identifications are based upon interpretation and/or comparison
of mass spectra with standard spectra (MS), upon comparison of gas
chromatographic retention times with those of analytical standards (GC),
and upon an estimation of the boiling point, derived from the gas
chromatogram and comparison with the known value (BPest).
205
-------
Field Sampling and Analysis
Field'sampling was performed using a charcoal tube method which has
A
served numerous industrial hygiene applications (refs. 36,40,41,46,47).
Glass tubes (70 mm x 4 mm I.D.) were packed with two sections of 25/40
mesh activated cocoanut charcoal (Fisher Scientific), weighing 100 +_ .2 mg
and 50 +^ .2 mg, respectively. Si lane-treated glass wool (2 mm length)
was used to separate the charcoal sections and to plug the ends of the
tubes, which were sealed with plastic caps. Uniformity tests showed the
prepared tubes to have a mean pressure drop at constant one liter/min flow
rate of 75.94 mm mercury and a standard.deviation of 2.52 mm or 3.32 percent.
Samples were collected in a press room where a large volume of bias-
ply passenger tires containing the selected tread stock were cured. On
the sampling dates, roughly 2/3 of the "Bag-0-Matic" presses in this area
were committed to these tires, the remaining ones being used for heavy
service tires. Two sampling locations were selected, one directly in the
center of the passenger tire curing area and the other at its periphery
(away from heavy service tire curing).
Four battery-operated personnel sampling pumps were attached to con-
venient structures, e.g., ladders and pipes, at each,of the two locations.
Randomly selected charcoal tubes were positioned vertically above each
pump (at eye level) with plastic tubing so that air entered the 100 mg
charcoal section. Nine samples were collected for 15-, 30-, and 45-minute
periods over 6 hours' at flow rates between 1.0 and 1.5 liter/minute.
Quantitative analyses were performed in the following manner. The
100 mg charcoal section of each tube was placed in a 1 ml.microreaction
vessel; 500 yl of spectral, grade CSp were added and the vessel was capped
with a Teflon-lined rubber septum. CS2 was selected as the eluting solvent
since it does not produce a quantitative response on the flame ionization
•
detector. After 4 hours duplicate 3 to 5 yl aliquots of each extract were
injected into the gas chromatograph under the same conditions as previously
established (table 2). A compound's presence was confirmed by comparing
its retention time with that of a standard; quantisation involved extrapo-
lation from a calibration curve based upon peak heights. Subsequent analysis
206
-------
of the 50 mg charcoal section defined the extent of breakthrough and the
reliability of the data.
Figure 13(A) is a typical chromatogram for a 100 mg charcoal section
(45 min. sample) eluted with CSr>. Note that attenuation covers two orders
of magnitude with the early eluting peaks being more abundant. Figures
13(B) and (C) are chromatograms of eluates of the 50 mg sample backup sec-
tion and 100 mg control sections, respectively. It is apparent that there
was no breakthrough for the sampling intervals selected.
The chromatograms indicate that the atmosphere within the plant was
more complex than that generated from the isolated tread stock. However,
several previously identified peaks were confirmed within the mixture.
These compounds are listed in table 5, once again in order of elution.
Substances released from the polymeric constituents of the stock predom-
inate in this group of compounds. The oligomers of butadiene, for instance,
are easily distinguished.
Table 5. Relative retention times3 and desorption efficiency factors
for selected compounds in a passenger tire press room
Relative
Compound Retentionf. ,,
tol uene
4-vinyl-l-cyclo-
hexene
ethyl benzene
styrene
1,5-cycloocta-
diene
1,5,9-cyclodo-
decatriene(l)
1,5,9-cyclodo-
decatriene(2)
0.60
0;82
0.89
1.00
1.13
2.53
2.69
Relative
Retentionstandard
0.62
0.83
0.92
1.00
1.16
2.55
2.66
Desorption
Efficiency .
99.7
103.0
101.3
85.5
102.0
71.4
71.4
Retention times relative to styrene.
Average efficiency of triplicate extractions (1.0 yl of compound from
100 mg 25/40 mesh charcoal with 500 yl C$2).
207
-------
« • '- ....-_-
j . . | : ... ;
i 1 »
CU
•«J
rt)
3
0)
0)
JD
ra
o
to
^z
o
CO
n)
S-
C7)
O
+J
res
O
OJ
s_
3
C7>
208
-------
Table 5 also included CS« desorption efficiencies for those compounds
which were confirmed. These values were determined experimentally by trip-
licate desorption trials of 1.0 yl of each substance from 100 mg of charcoal
with 500 yl of solvent. The efficiencies are acceptable and range from
71.4 percent to 103.3 percent.
Table 6 lists airborne concentrations of the six compounds confirmed
in the press room. These values are based upon duplicate analysis of each
sample and incorporate desorption efficiency factors from table 5. On the
sampling dates, concentrations ranged from a high of approximately 1100 ppb
for toluene-to roughly 7 ppb for 1,5-cyclooctadiene. These data represent
greater than 99 percent confidence that the sample means were within one
standard deviation of the true mean concentrations. Standard deviations
for these samples are consistent, averaging 22.3 percent of the mean.
The substances selected for quantitative analysis were present through-
out the range of resolution of the gas chromatographic system. By judging
relative peak heights and attenuation factors for unknown peaks in figure
13-A and by assuming similar FID response and desorption efficiency factors,
it is possible to bracket concentration ranges of these substances. Thus,
the compounds in the highest attenuation group (X 640) would be between 0.3
and 1.5 ppm, those in the intermediate group (X 64) at 0.1 to 0.2 ppm, and
those in the lowest group (X 8) between 0.005 and 0.030 ppm.
CONCLUSIONS
This study indicated that an unusual assortment of compounds is dis-
charged during rubber vulcanization. Substances identified in the effluent
from an isolated tread stock included styrene, butadiene oligomers, alkyl
benzenes and naphthalenes, and some specific nitrogen and sulfur compounds.
The presence of several of these substances, principally the butadiene
oligomers, was confirmed in the tire plant where the stock was cured.
Regarding the source of these compounds, the results indicated that
primary discharges were released from individual additives and were not
products of chemical reactions within the rubber matrix. The largest single
source of volatiles in the stock w&s the blend of polymers which also repre-
sented the bulk on a weight basis. Contributing in lesser amounts were ac-
209
-------
to
T3
C
3
O
O.
o
o
•o
CO
•M
O
CO
r—
CO
10
VJ-*
0
to
c
o
•r"
+J
(0
J-
•M
C
CO
U
c
0
U
V.
•r™
*"C
*
VO
CO
3
(0
h-
-a >
OO O
c
<0
d)
^
en
CO
r»»
vo
m
^*
CO
CM
r~* •
1(0
(0 C
U O
O-i-
•o
c
3
|
1
i— CM
O O
CO CM
O O
CM VO
11^ f^
r- r—
0 0
vo ^*
VO H™
r~
CM O
CO 00
OO i—
0 0
^- CO
CM i—
fM r«>
o o
OO ^J"
m co
CM O
en f
cn CM
r— *
fXi, O
00 VO
oo. *r
o o
i— CM
r"** r™~
f~°* [•**•
en ^~
CM r»
§f^
f^
o
i— CM
CO
CO
O
•P
CM
^-
CO
o
•
1— «
^
^.
•
^"
in
VO
o
vo
vo
l—
r***.
r*>»
•
i"*^
•"•*•
VO
*
0
(^D
•
MhJ
LO
fmmt
*
VO
VO
p***
•
r^»
o^
LO
*
^~
00
^w
1
o
1 i— CO
i— 0 C
C (J >C
i- 1 CO
>r- ^:
|
^
•
VT>
CO
•
CM
CT>
CO
•
^f
a>
co
*
O
o^
oo
•
r*s*
f^s^
oo
•
^t"
r>-
VO
•
CM
VO
r*^>
r—
fma.
CM
f-m.
IX.
•
^^
00
00
1—
CM
pv. CO
CM OO
CM CM
CM CM
• i—~
OO r-
^
00 O
• •
CO 00
in en
in oo
o £^
vo
vo i—
• o
vo i —
CO
o en
• •
O CO
en co
oo r-.
• •
CM en
CO fx.
«S" 00
<0 r—
in
O r—
• CM
cn r—
VO
VO O
CM •
f"* C7^
CT>
VO T—
• CM
t-~ r—
00
f— CM
£
CO
N
+}
CO
in CM
• •
r— O
CM CM
VO r—
* t—*
^~ l~^
00
VO 00
• o
f— t—*
vo
in •*
r**» r~-
vo
vo i—
• O
in i—
cn
P-*. C5
• •
to co
co cn
CM in
* •
co vo
oo r>-
in vo
^™ r-wn
vo
•«*• o
• CO
cn r—
r*1*
0 O
C"t i—
i— • r—
CO 00
• f™"
VO •—
r- CM
CO
1
4-}
00
^^
-
^
CM
VO
CM
CM
•
^
VO
^j"
p^.
co
•
p^
CT>
co
•
vo
00
o
p"^»
00
00
*
'^
in
cn
•
in
^t"
r^*
*
r*1*-
cn
1—
«
00
f—*
1
o
*O 1 CO
o -4-> a»
1 O v
m o t>
n
r—
r—
-
LO
•
vo
m
co
•
vo
m
m
vo
CM
•
vo
'^J*
CO
vo
00
m
m
^f*
00
*
00
co
co
*
r-.
VO
in
^^
00
o
1O
CM
CM
in
*
_
CM
^
O
it***
•
m
vo
in
CM
CM
•
cn
co
r~
•
"*•*
r**»
oo
•
CO
VO
oo
*
m
00
vo
in
^^
VO
*
00
00
VO
oo
r^
•1
0
'o i -
>> (0 O)
U U C
1 CO CO
cn TO -r-
« 0 S.
m TJ 4->
A
1—
O
*
00
m
^.
•
m
CM
vo
co
•
o
CO
*yh
'—
VO
o
CO
*
•3-
in
VO
CM
CM
I**1".
r— •
*^j"
•
vo
CSJ
*
(0
£
(0
O^ *
C 10
•r- CO
3 10
(J
cn
SM* T*
•r— 1-
4^ 3
U
s-
CO CO
en s-
C •!-
CO 4->
10
in &-
(0 CO
a. cn
C
1- CO
O (/)
S_ (0
o> a.
4^
C «»-
cu o
o
C i-
•r- CO
>,Q.
4J il
O CO
CO Q.
••- -u
TJ 10
r— CM
"^£ C
O 0
•,-T-
+J+J
(O tJ
0 0
p o
a
210
-------
celerators, activators, antidegradants, and oils. It is significant-that
for the tread stock tested, all identified substances were either impurities
or decomposition products.
Chromatoqrams of charcoal tube samples collected in the tire plant re-
vealed a substantial number of peaks not present in the isolated tread
stock effluent. Judging from their low boiling points, these substances
may, have been'volatilized from nonstock ingredients such as solvents used
in cements and bonding agents.
With regard to exposure levels, both laboratory and field data point
to low boiling compounds as being orders of magnitude more prevalent than
\
higher boiling components. Concentrations ranged between 1 and 2 ppm for
substances in the Cg to Cg boiling region, then dropped 'to roughly 0.1 to
0.2 ppm for those in the Cg to C-.Q range; higher boiling compounds (greater
than C-IQ) were found at parts per billion levels. Instantaneous exposures
may have been higher (e.g., immediately upon press opening) but were un-
doubtedly of short duration (seconds)» given the high degree of turbulence
and mixing.
For the stock and process investigated, the working environment did
not appear to be overtly hazardous. Concentrations were so low that acute
toxicity problems seem unlikely. On the bases of current toxicological data,
chronic health effects are also questionable at these exposure levels. How-
ever, since little has been published concerning the carcinogenic potential
of those compounds identified, significant health effects cannot be ruled
oat.
A comparable mixture of compounds would probably be discharged from
similar vulcanization processes. The presence of ^residual monomers and
other polymeric impurities, for instance, would be expected at the highest
concentrations. Impurities from other compounding ingredients, especially
the antidegradants, accelerators, and oils, may also be found at lower levels,
It appears likely that certain compound classes which 'have been associ-
ated with cancer may be discharged from curing processes. Aromatic amines
present as impurities in the phenylenediamine antiozonants serve as an'exam-
ple, since such a compound was identified in the selected stock effluent
(N-se!c_. butyl aniline). Future techniques which are specifically designed for
211
-------
the sampling and analysis of aromatic amines would be useful in assessing
this possibility.
REFERENCES
H. G. Parkes, Health in the Rubber Industry - A Pilot Study, 1st ed.,
A. Megs on and Son, Ltd., Man chesterT England, 1966.
T. F. Mancuso, A. Ciocco, and A. A. El-Attar, "An Epidemiological Ap-
proach to the Rubber Industry," J. Occup. Med., Vol. 10, No. 5 (May 1968),
-pp. 213-232.
A. 0. Fox, D. C. Lindars,.and R. Owen, "A Survey of Occupational Can-
cer in the Rubber and Cablemaking Industries: Results of Five-Year
Analysis, 1967-1971," Brit. J. Indust. Med., Vol. 31 (1974), pp. 140-151.
W. E. McCormick, "Environmental Health Control for the Rubber Industry,"
Rubber Chemistry and Technology, Vol. 44, No. 2 (April 1971), pp. 512-
_
5. W. E. McCormick, "Environmental Health Control for the Rubber Industry,"
Part II," Rubber Chemistry and Technology. Vol. 45, No. 3 (April 1972),
pp. 627-637.
6. G. Y. Kel'man, "Toxic Properties of Paroksineozon and Antox," Soviet
Rubber Technology, Vol. A (1965), pp. 43-44.
7. G. Y. KeVman, "Comparative Toxicity of Santoflex AW and Acetoheaniline,"
Soviet Rubber Technology, Vol. 24 (1965), pp. 40-41.
8. A. A. Kasparov et al., "Comparative Toxicity of Mercaptobenzimidazole
and N-phenyl-N-isopropylparaphenylamine," Sovi et Rubber Techno! ogy ,
Vol. 22 (1963), pp. 11-12.
9. N. V. Mezentseva 'and R. 5. Varobeva, "Toxicity of Sulfenamide Deriva-
tives of MBT Used as Vulcanization Accelerators," Soviet Rubber Tech-
nology. Vol. 21 (1962), pp. 14-15.
10. N. V. Mezentseva and R. S. Varobeva, "Study of the Toxicity of the Vul-
canization Accelerator, N,N-diisopropyl-2-faenzthiazylsulfenam1de (Dipak),
and the Vulcanizing Agent, Paraquinone Dioxime," Soviet Rubber Technol-
ogy. Vol. 22 (1963), p. 23.
11. A. A. Kasparov and N. A. Zhilova, "Toxicity of N-nitrosod1phenylamine,"
Soviet Rubber Technology, Vol. 22 (1963), .pp. 21-22.
12. E. Browning, Toxicity and Metabolism of Industrial Solvents, ls.t ed.,
Elsevler, New York
uy and
, 1965.
13. H. G. Bourne, H. T, Yee, and S. Sefarian, "The Toxicity of Rubber Ad-
ditives," Arch. Environ. Health, Vol. 16 (May 1968); pp. 700-705.
14. C. E. Searle, "Chemical Carcinogens," Chem. Industr., (London), 1972,
pp. 111-116.
212
-------
15. E. Boyland et al., "Carcinogenic Properties of Certain Rubber Additives,"
Europ. J. Cancer. Vol. 4 (1968), pp. 233-239.
16. W. D. Conway and W. C. Hueper, Chemical Carcinogenesis and Cancers, 1st
ed., Charles C. Thomas, Springfield, Illinois, 1964.
17. Z. Hadidian et al., "Tests for Chemical Carcinogens," J. Nat. Cancer Inst.,
Vol. 41 (1968), pp. 985-994.
18. M. Greenblatt, S. Mirvish, and B. T. So, "Nltrosamine Studies: Induc-
tion of Lung Adenomas by Concurrent Administration of Sodium Nitrite
•and Secondary Amines in Swiss Mice," J. Nat. Cancer Inst., Vol. 46, No. 5
(May 1971), pp. 1029-1034. :
19. J. M. Barnes and P. N. Maoee, "Carcinogenic Nitroso Compounds," Ad-
vances Cancer Res., Vol. 10 (1967), pp. 163-246.
20. A. E. Wasserman and I. A. Wolff, "Nitrates, Nitrites, and N1trosam1nes,"
Science. Vol. 177 (July 1972), pp. 15-19.
21. S. S. Epstein, and W. Lijensky, "Nitrosamines as Environmental Carcino-
gens," Nature, Vol. 225, No. 5227 (Jan. 1970), pp. 21-23.
22. E. C. Miller and J. A. Miller, "The Metabolic Activation of Carcinogenic
Aromatic Amines and Amides," Prpgr. Exp. Jumgr Res., Vol. 2, F. Hom-
burgies, ed., S. Karger-Basel, New York, 1969.
23. E, C. Miller and J. A. Miller, "Chemical Carcinogenesis: Mechanisms
and Approaches to its Control," J. Nat. Cancer Inst., Vol. 47, No. 3 (Sept.
1971), pp. V-XIV.
24. J. A. Miller, "Carcinogenesis by Chemicals: An Overview," Cancer Res..
Vol. 30 (March 1970), pp. 559-576.
25. E. Farber, "Biochemistry of Carcinogenesis," Cancer Res.. Vol. 28
(Sept. 1968), pp. 1859-1869.
26. "Occurrence of Cancer-Producing Materials in Rubber Processing," Plas-
tics Design Process, Vol. 3, No. 8 (1963), p. 9.
27. A. Breslow et al., "Carcinogenic Hydrocarbons and Related Compounds in
Processed Rubber," Cancer Res., Vol. 11 (1951), pp. 318-321.
28. H. L. Falk and P. E. Steiner, "The Identification of Aromatic Polycy-
clic Hydrocarbons in Carbon Blacks," Cancer Res., Vol. 12 (1952), pp.
30-39.
29. H. L. Falk and P. E. Steiner, "The Adsorption of 3,4-Benzpyrene by Car-
bon Blacks," Cancer Res., Vol. 12 (1952), pp. 40-43.
30. I. G. Angert, A. S. Kuzminski, and A. I. Zencheijko, "Volatilization of
Phenyl-2-Naphthalene From Rubber," Rubber Chemistry and Technology,
Vol. 34, No. 3 (July-Sept. 1961), pp. 807-815.
31. B. Cleverley and R. Herrmann, "Rapid Identification of Elastomers and
Their Additives," Appl. Chem.. Vol. 10 (May 1965), pp. 192-195.
32. T. R. Cromption, "Identification of Polymers in Polyolefins and Poly-
styrenes," European Polymer Journal, Vol. 4 (1968), pp. 473-496).
213
-------
33. A. R. Jeffs, "The Gas Chromatographic Analysis of Volatile Constituents
in Polymers With Particular Reference to Moisture Content," Analyst,
Vol. 94, No. 1117 (April 1969), pp. 249-258.
34. 6. Bonomi and A. Fiorenza, "Identification of Elastomers by Infrared
Spectrophotometry," Rubber Chemistry and Technology, Vol. 36 (1963),
pp. 1129-1147.
35. H. 6. Nadeau and E. W. Neumann, "Analysis of Polyether and Polyolefin
Polymers by Gas Chromatographlc Determination of the Volatile Products
Resulting From Controlled Pyrolysis," Anal. Chem., Vol. 35, No. 10
(Sept. 1963), pp. 1454-1457.
36. W. R. Halpin and F. H. Reid, "Determination of Halogenated and Aromatic
Hydrocarbons in Air by Charcoal Tube and Gas Chromatography," Amer.
Industr. Hyg. Asso. J., Vol. 29 (July-Aug. 1968), pp. 390-396.
37. K. Grob and G. Grob, "Gas-Liquid Chromatographic-Mass Spectrometric
Investigation of Cg-Cgo Organic Compounds in ah Urban Atmosphere. An
Application of Ultra Trace Gas Analysis on Capillary Columns," J. Chromato-gr.,
Vol. 62 (1971), pp. 1-13.
38. R. E. Erickson et al., "The Isolation of Flavor Components From Foods by
Distillation and Adsorption," The Flavor Industry, Aug. 1971, pp. 465-
467.
39. N. A. Gibson, B. Sen, and P. W. West, "Gas Liquid Chromatographic An-
alysis Applied to A1r Pollution," Anal. Chem., Vol. 30, No. 8 (Aug.
1958), pp. 1390-1397.
40. C. L. Fraust and E. R. Hermann, "The Adsorption of Aliphatic Acetate
Vapors onto Activated Carbon," Amer. Industr. Hyg. Asso. J., Vol. 30, No.
5 (Sept.-Oct. 1969), pp. 494-495:
41. E. K. Kupel et al., "A Convenient Optimized Method for the Analysis of
Selected Solvent Vapors in the Industrial Atmosphere," Amer. Industr.
Hyg. Asso. J., Vol. 31, No. 2 (March-April 1970), pp. 225-232.
42. W. G, Jennings and C. S. Tang, "Volatile Components of Apricot," J. Agric.
Food Chem.. Vol. 15 (1967), pp. 24-28.
43. G. 0. Nelson arid C. A. Harder, "Respirator Cartridge Efficiency Studies.
V. Effect of Solvent Vapor," Amer. Industr. Hyg. Asso. J., Vol. 35, No.
7 (July 1974), pp. 391-410.
44. G. Guichon and A. Raymond, "Gas Chromatographic Analysis of CQ~C-]Q
Hydrocarbons in Paris Air," Environ. ScT. Tech., Vol. 8, No. 2 (Feb.
1974), pp. 143-148.
45. L. L. Dunham and J. L. Liebrand, "Preparing High Efficiency Packed Col-
umns," Research/Development, Vol. 24, No. 9 (Sept. 1973), pp. 32-38.
46. NIOSH Manual of Analytical Methods, Physical and Chemical Analysis Meth-
od 127 (Organic Solvents in Air), U.S.D.H.E.W., N.I.O.S.H., Cincinnati,
1974, 10 pp.
47. J. A. Miller-and F. X. Mueller, "Determination of Organic Vapors in
Industrial Atmospheres," American Laboratory, Vol. 6, No. 5 (1974), pp.
48-61.
214
-------
DISCUSSION
MR. PAUL KENT (Research Corporation of New England, Wethersfield, Conn.)
Your tire presses were discharging their emissions into the general
room ventilation in that building?
DR. RAPPAPORT: That is correct.
MR. KENT: Wouldn't it be much wiser if these were exhausting into in-
dividual units directly rather than into general ventilation?
DR. RAPPAPORT: I think the question is academic, but it is entirely
possible that if the effluents were released into specific ven-
tilation units, the concentrations remaining in the general room
air would be lower.
MR. KENT: I do not think it is academic. It is an especially common
situation in industrial ventilation because, if you capture the
emissions and get them out of the general ventilation, you not
only help solve your area pollution problem, but also an industrial
hygiene problem.
DR. RAPPAPORT: Well, I agree. I have never been in a tire plant where
the cure presses were differently ventilated, but I am sure it
would be possible.
MR. KENT; I suppose it would be a large capital outlay on the present
plants.
MR. RICHARD WALKER (Rubber World magazine. Akron, Ohio): Are there any
plans to continue this type of• study in those plants, where the
press operator has to be next to the press and is subjected
to a greater variety of material?
DR. RAPPAPORT: To my knowledge there are no plans at the present time
for extending this work to other processes. You might ask Dr.
Harris, who is with the University of North Carolina, if he does
plan to continue this study. You might also ask Dr. Burgess of
Harvard, which is conducting a similar study, if they plan to
extend their work to various types of processes. To my knowledge
there is no such work in progress at this date.
215
-------
DR. SAM CHA (Research Corporation of New England, Wethersfield, Conn.):
Have you made any indentifications of compounds with boiling points
lower than Cg?
DR. RAPPAPORT: No, I have not. We know that certain compounds are
going to be lost in the vulcanization process, including gases
and very volatile liquids. In this particular investigation
we did not pursue such identifications for* purposes of con-
venience. Since we did not have a gas chromatograph - mass
spectrometer system available on the project, we could not make
the necessary manifold modifications for gas analysis. However,
I think it is something that should be done in the future.
I believe the Harvard people are working on that particular
problem right now.
216
-------
AIRBORNE PARTICULATE DEBRIS FROM RUBBER TIRES
William R. Pierson, Ph.D., and Wanda W. Brachaczek*
Abstract
Airborne particulate matter from rubber tires has been detected
in the atmospheres of two vehicle tunnels and in the open air. The amount
is of the order of W percent as great as the amount of particulate matter
from vehicle exhausts3 and represents some 5 to 10 percent of the tread
material that disappears from tires in use.
Tread rubber was found on tunnel walls and in roadside dust3 dustfalls
and topsail. A material balance shows that most of the material lost by
\
tires in service is particulate matter^ of which only a small fraction is
airborne.
INTRODUCTION
i—
( The rate of wear of tire-tread rubber in the United States can be esti-
mated at some 600,000 metric tons per year. By comparison, exhaust emis-
sions of particulate matter from gasoline-powered vehicles in 1970 are
estimated at 270,000 metric tbnsx(ref. 1). In view of the tonnages just
cited and of the attention that has been paid to exhaust particulates, it
would seem appropriate to try to ascertain what happens to this tire-tread
material. The present work was undertaken for that purpose. We especially
wish to know whether rubber tires produce particulate matter that remains
airborne for long periods and hence constitutes an air pollutant in the
>usual sense.
It has been commonly assumed (refs. 2,3) that significant amounts of
such material are to be found. But until the recent work of Cardina (refs.
4,5), Brachaczek and Pierson (ref. 6), Pierson and Brachaczek (refs. 7,8),
and Dannis (ref. 9), there had been only a few efforts to test this assump-
tion. Investigations in earlier years have been as follows:
Thompson et al^ref. 10) reported evidence of tire-wear debris in
217
-------
sweepinqs from tunnels, recapping operations, the National Bureau of Stand-
ards tire-testing machine, and a parking garage, by means of pyrolytic gas
chromatography. They did not attempt a quantitative estimate, nor did they
determine what fraction of the particles were small enough to have remained
suspended for a significant time. They did not collect samples of airborne
material.
^ToTcRT (fef, 11 Msmp^oyed optical microscopy coupled with pyrolytic gas
Vr- -^ y«*''_^' '-•<" "^
chromatographyYto examine aerosol samples collected along California, road-
ways. He~£&tfnd- the following types of particles? ' ^
'!) Black particles about 40 microns * 100 microns, like wear parti-
cles from high-cornering wear. The pyrogram gave a strong SBR
signal. (SBR = styrenebutadiene rubber, a major copolymeric hy-
drocarbon used in tire treads.) Nearly all of these particles ap-
peared to be tread rubber particles.
2) Mixed rubber/nonrubber particles. The pyrogram gave a SBR signal
of intermediate strength.
3) Small (down to 1 micron) black particles. The pyrogram showed no
SBR.
Brbcfc estimated that less than 5 percent of the particles overall were
black and possibly rubber, some of these undoubtedly being nonrubber (oil,
soot, etc.)
—-—„_
Laboratory experiments (refs. 12,13,14,4) indicate that only a small
part of-the material from tread wear is in gaseous form. The bulk of the
material in those experiments evidently is emitted as particles, most of
them large and nonsuspendable. Laboratory studies, however,.are usually
unable to simulate the behavior of a tire on a vehicle driving down the
road, as is well known in the tire industry (ref. 15). It is clear from a
review of the literature on tire wear mechanisms and rates that there are
several wear modes and that these diverse modes will be very dissimilar
with respect to the amounts of particulate matter produced per unit dis-
tance traveled, the size distributions of the particles produced, and the
apportionment of the removed material between volatile products and parti-
cles. An investigation into the importance of airborne tire-particulate
debris as an air pollutant should take cognizance of this. For example,
218
-------
an experiment carried out where Schallamach patterns develop, indicating
severe conditions seldom experienced in the United States, can hardly be
expected to provide insight regarding the air in the United States.
METHOD
Roadway studies were chosen in preference to laboratory studies for
the reason just cited. The problem then is to distinguish between the
aerosol produced by vehicles and the aerosol produced by extraneous sources.
This distinction was accomplished at vehicle tunnels, which are continuous-
ly ventilated with large amounts of outside air, by sampling simultaneous-
ly the air at the intake and the air 1n the tunnel. The difference in con-
centration of any component between the two points is attributed to the
traffic 1n the tunnel. (This procedure has been employed before (refs.
16-20) to estimate atmospheric contaminants produced directly or in-
directly by motor vehicles).
The collected aerosol samples were chemically analyzed for substances
that signify tire-tread debris. They were analyzed also for substances
that signify exhaust partlculate from gasoline engines, to provide a bench-
mark for comparison between amounts of tire partlculate and gasoline-engine
exhaust particulate-tlre particulates from ail types of vehicles vs. ex-
haust particulates from automobiles and other gasoline-powered vehicles.-
The substances assayed as a measure of tire-wear debris were zinc, tot-
al carbon, and SBR (the commonest rubber hydrocarbon in tire treads).
Zinc is present in all truck and automobile tire treads (ref. 21) in
amounts approximating 1 percent. Carbon (free plus combined) constitutes
about 91 percent of a tire tread, by weight.
The substance assayed as a measure of exhaust particulate was lead.
Bromine was sometimes measured also. Both elements arise almost solely
from gasoline-engine exhaust, although the bromine in airborne exhaust
particulates does become depleted with time, as shown by our work and that
of others (refs. 22-24). Diesel trucks of course produce tire wear but
no lead or bromine.
Air sampling was also done at open-air sites, in order to cover a wider
range of conditions than is available in tunnels. Zinc measurements here
219
-------
are of little value, because of the high ambient Zn levels. SBR is still
a good indicator, however, since most of the SBR used in the United States
is used in tires (refs. 25,26,27). Lead is a reliable indicator of ex-
haust partlculates.
ANALYTICAL PROCEDURES
Zn, Br, Pb. Samples were analyzed for Pb by atomic absorption and anodic
stripping voltammetry; for Br by neutron activiation analysis: and for Zn
by atomic absorption, anodic stripping voltammetry, and neutron activation
analysis. The neutron activation analyses were carried out nondestructive-
ly by irradiation in the reactor at the University of Michigan followed by
X-ray spectrometry with a 6e(Li) detector and 4096-channel analyzer. In
the- later experiments, after the reliability of the Pb procedures had been
satisfactorily established, Br analysis was dispensed with. Similarly,
activation analysis for Zn was eventually discarded after the other two Zn
procedures became established.
SBR. Infrared spectroscopy was employed to analyze for SBR. The styrene-
butadiene copolymer, usually made for ttre treads in a formulation consist-
ing of 23.5 percent styrene by weight and the remainder of 1»3 butadiene
(ref. 21), has a distinctive infrared spectrum (figure 1). The SBR was
isolated and analyzed as described elsewhere (ref. 6). Briefly, Soxhlet
extraction into benzene removes most organic material plus any benzene-
soluble (devulcanized) SBR that is present. Subsequent Soxhlet extrac-
tion (s) with orthodichlorobenzene (=oCl2) in a stream of oxygen extracts
the vulcanized SBR. Infrared spectra of KBr pellets made from the benzene
and oClgt}) extracts yield the amount of SBR by measurement of the intensi-
ties of the absorption lines at 10.35 and 14.3y. Duplicate samples to
which a known amount of standard SBR tread vulcanizate (ASTM Standard E249-
66) has been added prior to extraction provide a check of good recovery.
The amount added is chosen in each case to be comparable to the amount
found without addition. Analysis by gel permeation chromatography shows
that the extraction in orthodichlorobenzene and oxygen results in signifi-
cant spreading of the molecular-weight distribution in the direction of
lower molecular weight, but no significant loss of copolymer.
220
-------
Pyrolytic gas chromatography was investigated as an alternative means
of identifying SBR in the filter samples. The pyrolysis of SBR gives sty-
rene among the products, and Thompson et al. (ref. 10) considered the de-
tection of styrene to signify the presence of SBR in their samples. Un-
fortunately, our samples often contain substantial quantities of Diesel
exhaust particulate which, we find, gives much styrene on pyrolysis.
Moreover, other features of the pyrogram of Diesel exhaust particulate
resemble that of SBR. Undoubtedly there are other substances in atmospheric
aerosols that will cause similar difficulties. Thus, the pyrolytic gas
chromatography technique seems inapplicable to our study.
Total Carbon. Analysis was carried out by Cu-catalyzed combustion with 02
in an induction furnace and assay of the C02 evolved. The COp was meas-
ured by an automatic CCU analyzer with a thermal-conductivity cell.
Specific Surface Area. These analyses were instituted to assess the capa-
city of aerosol particles to adsorb SBR molecules before or during the ex-
tractions. By the time it had become apparent that this potential source
of error in the infrared determination of SBR was probably not serious, it
had also become apparent that a knowledge of specific surfaces of the aero-
sols in this study was important in its own right, and therefore the
measurements were continued. These measurements were made by the conven-
tional Brunauer-Emmett-Teller method, from krypton adsorption at 77°k in a
known weight of sample preconditioned by pumping to an absolute pressure
of 10 torr at room temperature.
GRAVIMETRIC FACTORS FOR ZINC AND SBR
Zinc. Neutron activation analysis of automobile tire treads from a number
of manufacturers yielded an average Zn' content of 1.0 percent, somewhat
lower than the generally accepted average (1.7 percent, ref. 21). The val-
ue similarly found for the ASTM E249-66 standard tread vulcanizate is 1.01
percent, in agreement with the recipe value (1.08 percent); accordingly,
we believe that our measurement is reliable. Truck tire treads have ap-
proximately the same Zn content as automobile tire treads (ref. 21). We
therefore take 1.0 percent as the average Zn content of tire tread.
221
-------
Detergent lubricating oils contain about 0.12 percent Zn. Emis-
sion of Zn from this source "is said to result in a Zn/Pb mass ratio of 0.006
in the exhaust particulate matter from gasoline engines operating on leaded
fuel (ref. 28). Ratios ranging between 0.0013 and 0.011 have been reported
in chassis-dynamometer tests (ref. 29).
From neutron-activation results showing 0.2 and 0.03 ppm Zn in regular
and premium gasoline, respectively, we conclude that the detergent oil must
be the source of some 90 percent of the exhaust particulate Zn. But deter-
gent oils for Diesel engines also contain Zn (about 0.1 percent). Neutron
activation analysis of two Diesel exhaust particulate samples gave 44 and
96 ppm Zn, comparable with the 30 ppm or thereabouts reported by Frey and
Corn (ref. 30).
We shall-consider an amount of Zn corresponding to a Zn/Pb ratio of
0.006 to be attributable to gasoline-engine exhaust particulate in our sam-
ples. We shall ignore the Zn from Diesel exhaust, lacking a cognate by
which to estimate it.
SBR. Production and consumption figures (refs. 31-27) show that SBR com-
prises slightly more than 50 percent of the rubber hydrocarbon used in
tire treads. In turn, the aggregate rubber hydrocarbon in a tire tread is
about 50 percent of the finished material (ref. 21). Hence, the average
SBR content of tire tread is about 25 percent. This is the figure we adopt.
To check this adopted figure, we analyzed the treads of 47 tires, all
of different descriptions, and found the following averages: five passenger
tires, 24.6 percent SBR; 34 truck tires, 7.0 percent SBR; nine truck recaps,
22.7 percent SBR. The numbers of truck recap and nonrecap tires on the
road are comparable, and thus the average truck tire tread is effectively
15 percent SBR.
Production and consumption figures (refs. 26,27,33) indicate that poly-
butadiene constitutes about 16 percent of the rubber hydrocarbon in tire
treads. Transolefim'c linkages in polybutadiene will have the same 10.35-y
infrared absorption as SBR, thus enhancing the apparent amount of SBR in
the sample insofar as the 10.35-y line is used in the estimation. Much of
222
-------
the polybutadiene in treads is cis rather than trans, and thus the enhance-
ment is slight. We ignore this perturbation, especially since it comes
from tires anyway.
ALLEGHENY TUNNEL EXPERIMENTS
The Allegheny Mountain Tunnel of the Pennsylvania Turnpike is located
about 19 km east of Somerset, Pennsylvania, in a rural setting. It runs
approximately east-west through Allegheny Mountain some 125 meters beneath
the summit. It is a four-lane, two-tube tunnel (two eastbound lanes through
one tube, two v/estbound lanes through the other), 1.85 km long, with a
slight (ca. 0.5 percent) grade downward toward the east. The easternmost 45
meters of the eastbound tube is on, a curve (radius of curv-ature 332.8 meters)
to the left. The surface is asphalt and is always dry over most of its
length, even in the wettest weather. The speed limit was 50 mi/hr (80 km/hr)
during the 1970 experiments and 55 mi/hr during the subsequent experiments.
There is some braking but no legal lane-switching, i.e., only a minimal
amount of maneuvering in the tunnel.
( •
These conditions correspond to a mild-wear situation, with expected
rates between 0.002 and 0.004 mils per mile (refs. 35,36), or 0.01 to 0.03
grams per mile for automobile tires. Truck tire wear rates, in grams per
mile, will be slightly less than rates for standard-bias automobile tires.
(In contrast, the average wear rate for automobile tires in the United
States is about 0.15 grams per mile per tire, by our estimate.)
Automobile traffic in the tunnel fluctuates markedly with time, being
highest in summer, during daylight (figure 2), and on weekends (figure 3).
Truck traffic is relatively constant except for a weekend subsidence.
Truck traffic in the tunnel keeps to the right-hand lanes.
The ventilation system employs intake fans above each end of the tun-
nel. Ducts carry the intake air from each end toward the center, where it
enters the tunnel through overhead louvers. The air provide/d by this ven-
tilation system is augmented by air coming in through the vehicle entrance
portal of each tube under the influence of the ramming action of the traf-
fic, reinforced in the case of the eastbound tube by a natural flow from
the west. There is no exhaust system as such. All of the air outflow from
the tunnel issues from the vehicle exit portals, at velocities measured in
the eastbound tube between 6 and 9 meters per second.
223
-------
Traffic volume was monitored during these experiments by a traffic.
counter installed at the west end of the eastbound tube. Apportionment be-
tween automobiles, aasoline-powered trucks, and Diesel-powered trucks was
ascertained by frequent counting by eye (figure 2). Our own traffic obser-
vations were supplemented with traffic records from the Turnpike Commission.
Air Sampling Experiment 8/1/73 (Eastbound tunnel only)
Sample Collection. Air was sampled continuously for the'period August
1 through August 13, 1973, at each of four stations:
0 East (exit) portal of eastbound tunnel;
2) West (entrance) portal'of eastbound tunnel;
3) West intake fan room for eastbound tunnel;
4) East intake fan room for eastbound tunnel.
The portal stations were set up 5 to 7 meters inside the portals, 80 to 95
cm to the left of the left-hand lane, and 1.4 to 1.8 meters above the road-
way.
At each station, three samples were collected simultaneously:
1) 142 mm diameter mixed^cellulose-ester membrane filter, mean pore
flow diameter 0.2y, sampling rate about 100 liters/minute, for
determining specific surface, total carbon, and SBR;
2) 47 mm diameter cellulose-acetate membrane filter, pore size 0.2y,
, sampling rate about 12 liters/minute, for determining Pb and Zn;
3) Standard Hi-vo,l sampler with 8" x 10" glass fiber filter, sampling
o '
rate about 1 meter /minute, for determining total carbon and SBR.
The membrane filters were oriented with their col lection,surfaces down-
ward, and enclosed in settling chambers with multiple baffles to prevent ac-
cess by particles larger than an estimated 20 to 100 microns. The units in
the intake fan rooms were mounted in standard weather-station shelters.
Air velocity through -the membrane filters ranged up to 30 cm/second. Fil-
tration efficiency under these circumstances should be effectively 100'.per-
cent irrespective of aerosol particle size (ref. 37). Air was drawn through
the membrane filter by means of metal-bellows diaphragm pumps (which have
no leak to the outside) and exhausted through calibrated (±1 percent) tem-
perature-qompensated dry-test meters for determination of sample volume.
Owing to the design of the standard Hi-vol sampling units, some
224
-------
collection of particulate matter in the nonsuspendable size range (>10y)
occurs. Recent studies (refs. 38,39) have shown that large (20-200y)
particles generally make up much of the particulate mass collected near
ground level by such instruments.
The SBR size distribution at the East Portal was determined by means of
a standard Hi-vol cascade impactor with glass-fiber backup filter and im-
pingement surfaces, operated at a flow of approximately 570 liters per min-
ute as prescribed (refs. 40,41). Losses of particles within an instrument
of this design are said to be important under certain conditions (ref. 39).
Dustfall samples were collected at the end of the experiment from sur-
faces which had been clean at the outset.
Results. The airborne particulate collected at the East Portal is a
fine black fluffy cohesive powder. Some of its other properties are list-
ed in table 1. The diurnal and weekly variation of the airborne gross
particulate concentration (figure 4) follows the pattern of truck traffic
rather than automobile traffic (figures 2 and 3).
',
SBR was found in all East Portal samples, as exemplified by the spectra
shown in figure 5. The results from all the East Portal Hi-vol analyses
are plotted in figure 6. The average airborne SBR from these analyses is
3
0.61 yg/m . The SBR collected on the membrane filter is far lower, 0.20
3
yg/nr , than on the Hi-vols, suggesting that most of the SBR collected in
the Hi-vols consists of settleable material; the membrane filter would
collect almost none of the settleable material because of the (already de-
scribed) way it was set up. This speculation is supported by the size dis-
tribution (table 2), and by the SBR content of the dustfall (table 3), as
well as by the SBR content of the debris in the gutters (discussed later).
The specific surface after oCl9<£ extraction is comparable with that
2
of carbon black (60 to 120 meter /gram). Carbon black is capable of adsorb-
ing some 200 mg SBR per gram of sample even in boiling oClp^ (refs. 42-44).
Standard addition experiments on portions of each sample, using stand-
ard tread vulcam'zate (ASTM E249-66), indicated that the average SBR yield
was 65 percent for the East Portal Hi-vol samples and 70 percent for the
East Portal membrane samples. We consider these yields good, in view of
the specific surfaces shown in table 1. The yields of SBR on the cascade-
225
-------
Table 1. Properties of airborne participate matter collected
at East Portal of Allegheny Tunnel (Eastbound tube),
1-13 August 1973
Pb . 4.4%
Zn 0.08%
Total C (free and combined) . 56%
Residue after CCHC extraction 86%
0 O
after .02 + oC!20 extraction 76%
2
Specific surface, initial 31 meter /gram
o
after CCHC extraction 57 meter /gram
00
after 02 + od20 extraction 91 meter /gram
SBR (total all extracts) 0.1 to 0.5%
Table 2. Size distribution of airborne SBR collected at
East Portal of Allegheny Tunnel (Eastbound tube)
during August 1973 experiment
Aerodynamic diameter, Concentration of SBR in stated
microns3 size range
3
>7 0.07
3.3-7 0.02 vg/m3
2-3.3 0
1.1-2 0
0.13 yg/m3
Calibration is from Wood and Erickson (ref. 40) and Burton
et al. (ref. 41).
Owing to the low SBR recovery observed in standard-addition
experiments on portions of the impactor stages, these numbers are
subject to considerable uncertainty and should not be relied upon
except to indicate the dominance of very small and very large
particles.
226
-------
Table 3. Properties of dustfall collected inside East
Portal of Allegheny Tunnel (Eastbound tube),
1-13 August 1973
Pb
Zn
Total C (free and combined)
Redidue after CgHg extraction
after 02 + 6C120 extraction
Specific surface, initial
after CgHg extraction
after 02 + od20 extraction
SBR (total all extracts)
0.53%
0.187%
20%
87%
?(>52%)*
0.3 meter /gram
2
1.3 meter /gram
2
7.7 meter /gram
2.3%
*Some material was lost in transferring.
impactor stages, on the other hand, were low (down to 15 percent). No cor-
rection for yield is applied in reporting our results.
SBR could not be detected in any of the samples collected at the in-
takes. These are the only air samples in the entire program in which SBR
was not detected.
Average airborne concentrations of the various constituents are listed
in table 4. It can be seen that the injection of gross mass, Pb, C, and
SBR into the tunnel air by vehicles is considerable, relative to the re-
spective background values. The readings at the West Portal are inter-
mediate in character between background and East Portal values, as would
be expected.
Table 4 shows that much of the SBR is extracted by benzene. We ob-
serve that this is the rule for SBR in environmental samples. In contrast,
only 2 to 3 percent of the SBR in a sample of fresh tread vulcanizate
would have been extractable into benzene. This indicates that consider-
able chemical breakdown of the vulcanizate network occurs before the part-
icles are collected in the present experiment. The residence time of air
in the tunnel is of the order of. 2 minutes, and therefore the breakdown
227
-------
Table 4. Aerosol concentrations at Allegheny Tunnel, experiment
8/1/73, Eastbound tube
Average concentration, yg/nf
East (exit) Portal
Membrane filter
Hi-vol filters
West (entrance) Portal
Membrane filter
Hi-vol filters
Gross Pb Zn C
205 9.3 0.167 111
210
71 1.42 0.068 19.0
78
extract
0.141
0.255
0.04
SBR
;(0, + OC190)
£. L.
extracts
0.060
0.356
0.05
East intake fan room
West intake fan room
64 0.30 0.053
58 0.48 0.050
12.9
0(<0.'019) 0(<0.04)
0(<0.015) 0(<0.029)
would seem to be rapid, perhaps occurring during the abrasion process it-
self. There is essentially no sunlight in the tunnel, and presumably no
ozone (owing to the presence of nitric oxide); accordingly, rapid decomposi-
tion while airborne would seem unlikely. Samples analyzed for SBR months
after collection show no greater benzene-extractable fraction than dupli- '
cates analyzed immediately, and hence we doubt that the process occurs with-
in the deposit after collection.
Fan records and measurements of portal air velocities indicate that the
Q q .
total air flow through the tunnel during the experiment was 3.4 x 10 m ,
about 59 percent of it being through the fans. We multiply this figure by
the increase of each species over background (i.e., the East Portal concen-
trations minus the intake fan-room average concentrations) to obtain, for
each species, the amount generated in the tunnel during the experiment.
These amounts are listed in table 5. From the AZn/APb ratio we see that
nearly half of the AZn should be attributed to the lubricating-oil in gaso-
line engines, leaving a "residual" AZn/APb of 0.007. On the other hand,
Diesel exhaust cannot account for much of the observed Zn, since AZn/AGross
1s at least 10 times the Zn content of Diesel exhaust particulate.
228
-------
Table 5. Amounts of airborne participate species generated
inside the Allegheny Tunnel (Eastbound)
during the period 1-13 August 1973
Species9 Grams
4
AGross part icu late 5~x 10
APb 3 x lo3
AZn 40
AC 3 x lo4
ASBR (membrane filters) 69
• (Hi-vol filters) 210
AZn/APb = 0.0129
ASBR/APb =i°-022b
(0.068C
aThe notation A means that the respective background levels
(intake-fan-room levels) have been subtracted.
Using East Portal membrane filter values.
c(Jsing East Portal Hi-vol filter values.
It is immediately apparent in table 5 that airborne tire particulate
is minor compared to airborne exhaust particulate or airborne total parti-
culate from vehicles.
Traffic data indicate that light-duty vehicles (cars, motorcycles)
logged 152,500 vehicle-miles, and heavier vehicles (trucks, busses) logged
40,900 vehicle-miles, in the eastbound tube during the period of the experi-
ment. Using our observation that the latter category included almost no
gasoline driven vehicles but was dominated instead by 5-axle (18-tire)
Diesel trucks, we can estimate the following airborne particulate produc-
tion rates based on our measurements:
Gross mass = 0.27 g/mile per vehicle, all categories;
Pb = 3.0 x 10 g/mile per tire, all categories
(without motor-oil correction);
C = 0.17 g/mile per vehicle, all categories;
SBR = (5 to 16) x 10 g/mile per tire, all categories.
229
-------
With 1 percent as the Zn content and 25 percent as the SBR content of the
average tire,in the tunnel, it appears that the airborne tire-particulate
o
debris is of the order of only 10" gram/mile per tire. Clearly, the bull
of the tire debris in the tunnel is not airborne.
Gutter Experiment 9/12/73
The purpose of this experiment was to account for the rest of the tire-
wear material, the presumption being that it consists of larger particles
and-hence should be found at roadside. This experiment was carried out in
the eastbound tube to facilitate comparison to the results of the 8/1/73
experiment. We were fortunate that the tunnel maintenance schedule present-
ed the opportunity for this experiment at a time not too far removed from
the 8/1/73 experiment, although, in the interim, some shift in the makeup
of the traffic had already occurred (just after Labor Day).
The tunnel has gutters along each margin of the roadway running the
full length of the tunnel, divided by catch basins at intervals into sec-
tions (average length about 50 meters) that effectively cannot transfer
material between them. There*are also gutters at curb height running the
full length of the tunnel on each side, which served to drain the walkways
and walls. The latter set of gutters empties into, and contains far less
material than, the roadway gutters. It seems reasonable to assume that
nearly all settleable material will find its way into the roadway gutters,
except for smaller amounts swept or carried out through the exit portal or
attached to the wall tiles. '
Procedure. In principle, the roadway gutters can be completely clean-
ed out, then the debris permitted to accumulate in them for a period of
time during which a known number of vehicles traverse the tunnel, and then
the accumulated debris can be collected and analyzed for SBR. To make the
undertaking tractable, we concentrated on three sections marked off by
catch basins, owe near the West Portal, one at midtunnel, and one near the
East Portal, of average length 50.2 meters each (i.e., 150.5 meters total,
or 8.1 percent of the tunnel length). In each section we cleaned the gut-
ters thoroughly on both sides of the roadway. One week' later (9/19/73) we
collected the material from these sections into canvas bags using a gasoline-
230
-------
powered industrial vacuum cleaner. The samples from the three parts
of the tunnel were kept separate for analysis.
Each sample was sifted into three size fractions (2.38mm). The fraction 2.38mm was dealt with by culling out the rubber particles
and chopping them up for analysis, discarding the rest. Analyses for Pb,
Zn, and SBR followed the usual procedures.
Results. The analyses, in grams per meter of tunnel length, are listed
in table 6. Averaged over the length of the tunnel, about 84 percent of the
gross mass, 96 percent of the Pb and Zn, and 89 percent of the SBR are in
the sub-1000-y size range.
Traffic records indicate that 39,838 light-duty vehicles and 18,238
heavier vehicles traversed the eastbound tube during the 12-19 September
accumulation period. Equating the former quantity with the number of cars
and noting that the latter category is dominated by five-axle (18-tire)
Diesel trucks, we find the following production rates for settleable part-
iculate matter, averaged over the length of the tunnel:
/Gross mass = 13.7 g/mile per vehicle, all categories;
/ Pb = 0.037 g/mile per gasoline-powered vehicle;
/ 4
Zn = 5.6 x 10 g/mile per tire, all categories;
3
SBR = 1.41 x 10 g/mile per tire, all categories.
Table 6. Roadway gutter debris accumulated in Eastbound tube
of Allegheny Tunnel 12-19 September 1973
Total grams/meter
Pb grams/meter
Zn grams/meter
SBR grams/meter
West
(57.9 m)
811
1.08
0.24
0.44
Middle
(42.0 m)
401
1.14
0.16
0.49
East
(50.6 m)
212
0.54
0.10
0.36
Mean
(weighted)
495
0.91
0.17
0.43
231
-------
Comparison with the results of the 8/1/73 experiment shows that at least
10 times as much SBR settles out as remains airborne.
Earlier Experiments
Air sampling was carried out on three previous visits. During some of
these visits, air was sampled in the westbound tube. Background samples
were taken in the fan rooms, on the hillsides uphill from the fan rooms,
or in a radio tower atop the .mountain. The shielding against collection
of large particles was not as good in these earlier experiments.
Results are given in table 7. They are generally consistent with
those shown in table 4. The westbound readings are higher than the east-
bound readings, as would be expected from the prevailing wind and the road-
way grade. During the 8/6/71 experiment the samplers were shut off at night
to suppress the role of trucks; hence the unusually high Pb reading.
The average AZn/APb ratio for 5/30-5/31/70 and 8/6-8/16/71 (i.e., the
earlier experiments exclusive of "tunnel" samples collected actually out-
side the tunnel, or measurements where the* background is in doubt) was
0.013, in agreement with the 8/1/73 results. SBR was assayed by infrared •
analysis in one experiment (footnote b, table 7).
From the fan records, air-speed measurements, and traffic records of
the 8/6/71 experiment, airborne particulate generation rates were calculat-
ed:
Gross mass =0.31 g/mile per vehicle, all categories;
Pb = 0.029 g/mile per gasoline-powered vehicle;
Zn = 5.9 x 10 g/mile per tire, all categories
(without motor-oil correction);
in reasonable agreement with the results from the 8/1/73 experiment.
Analyses of other samples collected during the 8/6/71 experiment are
shown in table 8. The samples were obtained near the East Portal of the
eastbound tube. The walkway-gutter sample consisted of all debris 14.4 to
19., 4 meters inside the East Portal on each side of the tube. The wall
2
samples were obtained by scrubbing 6 meter of wall tile beginning 14.4
meters inside the portal. The roadside panels were framed glass-fiber
mats set 35 meters outside the portal at road level about 20 meters away
from the road.
232
-------
Table 7. Earlier aerosol measurements at Allegheny Tunnel
Aerosol concentration,
5/28/70 - 5/30/70
East portal eastbound
West portal westbound
East hillside
West hillside
Gross Pb
257
375
70
45
Br
4.10
7.39
0.10
0.046
yg/m
Zn
0.31
0.40
0.15
0.13
Znout- Znin
Pbout- Pbin
—
5/30/70 - 5/31/70
East portal eastbound 219 10.4
West portal westbound 221 10.9
East hillside 68 0.27
West hillside 66 0.14
5/31/70 - 6/2/70
East median
(10 m out of tunnel) 44
West median
(10 m out of tunnel) 61 1.14
East hillside 33 0.19
West hillside 34 0.10
9/14/70 - 9/16/70
East portal eastbound 193 3.78
West portal westbound 246 7.90
Radio tower9 60 0.20
9/17/70 - 9/20/70
East portal eastbound 128 4.86
West portal westbound 175 8.79
Radio tower9 40 0.19
4.22
5.27
0.046
0.020
1.02 0.22
0.39
0.024
0.015
1.18
3.59
0.018
0.18
0.16
0.023
0.023
0.046
0.052
0.027
0.022
0.19
0.21
0.20
1.87 0.18
3.60 0.18
0.017 0.16
0.015
0.013
0.024
O.Q28
<0
0.001
0.006
0.002
8/6/71 - 8/16/71
East portal eastboundb
East fan room
West fan room
264
61
71
17.2
0.61
0.83
0.286
0.079
0.087
0.012
Readings at the radio tower may not be a valid measure of
background—too far from the tunnel.
SBR readings were also obtained (but by an infrared method
shown by subsequent work (Brachaczek and Pierson, 1974) to lead to
losses); CgHe extract = 0.18 yg/m3, (02 + od20) extract (presence
not sure) =0.02 yg/m3.
233
-------
Table 8. Roadside debris near East Portal of eastbound
tube at Allegheny Tunnel in experiment 8/6/71
Roadway gutter
Gutter, along walk-
way, g/meter
Wall scrubbings,
yg/meter2
Roadside dustfall
panels
Total
Mass
--
10.6a'b
—
--
Pb
0.19%
0.030a>b
3025b'c
0.45%
Zn
0.04%
0.012a'b
685b'c
0.11%
C SBR
8.8% 0.185%
1.8a'b 0.154a'b
9478b'c
1.1%
Grams per meter length of tunnel, in the walkway gutters along
both sides of the tube.
The accumulation period for this material was 14 days.
cMicrograms per square meter of tunnel wall.
The size distribution of the roadway-gutter material is shown in
figure 7. To obtain this distribution, the sample was fractionated by
means of sieves and each fraction was analyzed for gross mass, Pb, Zn, and
SBR. The part of the distribution above lOOOy was obtained from the 9/12/73
gutter experiment. The SBR mass median diameter is seen to be approximately
140 microns.
From the geometry of the tunnel and the wall area scrubbed, and assum-
ing emission of SBR to be isotropic about the roadway centerline, we esti-
mate that the amount of SBR found on the walls corresponds to about 0.3
grams of SBR deposited on walls and ceiling per meter of tunnel length. In
the 14 days since the previous tunnel washing, 166,894 light-duty vehicles
and 38,117 heavier vehicles had traversed the eastbound tube. The tunnel
washing leaves the walls and walkway gutters reasonably clean. Thus we can
estimate the production rates per vehicle-mile, for material adhering to
the tunnel walls:
_3
Pb = 1 x 10 g/mile per gasoline-powered vehicle;
Zn = 3 x .10 g/fnile per tire, all categories;
SBR = 4 x 10 g/mile per tire, all categories.
234
-------
Similarly, for the walkway gutters:
Pb = 3 x 10 g/mile per gasoline-powered vehicle;
Zn = 1.5 x 10" g/mile per tire, all categories;
C = 0.014 g/mile per vehicle, all categories;
SBR = 2 x 10 g/mile per tire, all categories.
General
Table 9 summarizes the grams-per-mile estimates of participate
matter generated by vehicles iji the Allegheny Tunnel. Not included are
the unknown amounts of material swept out of the tunnel, dustfall on side-
walks, etc. It is immediately clear that 2 to 7 percent of the observed
SBR particulate debris is airborne. (This in turn implies that no more
than 2 to 7 percent of the SBR tread worn off takes the form of airborne
particulate matter.)
'The expected tire wear rate (0.01 to 0.03 grams per mile per tire) and
the SBR content of tire tread implies that SBR should be released in the
V tujonel at the rate of 0.002 to 0.007 grams per mile per tire. The observed
.rate (last row of table 9) is a substantial fraction of the expected figure.
A more detailed calculation, with 15 percent SBR for the average truck
tire tread and 25 percent SBR for the average automobile tire tread (see
earlier), indicates that the SBR we have found accounts for 50 percent to
100 percent of the estimated SBR worn off.
-4 -4
The expected wear rates also imply release of 10 to 3 x 10 grams
of Zn per mile per tire. Comparison with table 9, bearing in mind that
almost half of the airborne Zn shown there is probably due to gasoline-
engine exhaust, shows that
a) no more than 5 percent to 30 percent of the tire wear in the tun-
nel becomes airborne particulate matter (even assuming tires to
be the only source of airborne Zn in the tunnel aside from engine
lubricant);
b) some of the settleable Zn probably comes frorrf sources other than
ti res.
The second point is supported further by figure 7, which shows that the size
distribution of Zn in the roadway gutter resembles that of the gross material
rather than that of the SBR.
235
-------
CO
4->
re
3
O
•r—
4J
i-
ro
Q.
CO •—
i— CO
-Q C
ro C
CO 3
•— I—
•4-^ «^>
CO C
t/) QJx-x
.E (/>
~O cn-*->
C CO r—
<0 r— 3
i — re
i. 4->
••- c c
fz
^— "o •*—
0 E X-
3 CO
C O Q.
O -Q X
•r- +J CO
•l~> (/)
re ro E
S- CO O
CO i-
E (/) 4-
co co —
cnr—
u
VV— "r~
O -E
CO
CO
•*•> >>
cc
•
CO
^~
«"">
rO
1—
,_
rO
O
I—
ro
>> to
* f
ro *•*
3t CU
•o •«->
ro -fJ
O 3
CC cn
>» to
re S-
NX 4J
i— 4J
03 3
3 cn
^—
co to
C i—
E r—
3 rO
r— 3E
CO
C
i-
o
S-
•1—
^^
r—
•
^^
i —
^^
•
co
r-~
co
00
CD
•
O
1
1
,
1
C7)
CM
•
CD
CO
^~
<_)
•r—
f
CO
>
"*^
•^
E
cn
r~-
ro
O
1—
VO
O
•
O
r^^
co
0
•
CD
co
O
o
o
*
CD
i —
CD
0
"
O
<">
in
CM
CD
•
0
1 CO
CO i—
C 0
•r- »p-
^— g—
O CO
to >
ro
\ CO
•r- S-
E CO
^^ ^
O) O
Q.
.Q
Q-
CD
r~—
X
•5J"
C\J
• 1—
vo
<^
i
CD r—
i — CM
•
• X i—
VO
•
in
in
i
o
r— *sf
f^
X O
•
in CD
•
r—
in
i
o
t— i
i
X
co
u
in
i
o
r—
p^
X i—
•
— * 0
VO
1
co
—
!—•
1—
ro
00
* r~~
CO U
S- •!-
•r- J^
-M CO
^^^ >
•r- 10 ^^
E -0 -g
cn»r~ ^*^
-* cn
c
M O
CM
CM
O
0
•
0
CO
1
o
X
^J-
•
r~
^«
1
0
X
CM
^J-
1
0
r—
X
^J"
in
i
o
X
^•^
VO
^™
1
in
r"—
• r"™
ro
•k
OJ
S-
•r-
4_>
^^
•^
E C
•r-
fV^ *tS
CO
CO .
f"
4-^
cn
E
CO
CO
^ ^
o
^
cn
E
•r~
-a
S-
0
U
O
ro
•a
CO
J^
CD
•1—
CO
^
ft
(/)
CO
to
>^
p_
ro
^
ro
4^
'(/)
cO
UJ
TJ
E
ro
A
^-»
CO
E
E
3
4_9
1
-a
•r—
E
M
•U
CO
3
CO
-E
4^
(^ •
O E
O
CO -i-
cn+J
ro u
S- CO
co to
> ;
^c ^
rO U
ro
CO
t(-
o
•
co
^x^
o^
^—
1
^^
cr>
r^
M
O1
r—
O
•
o
o
•4-J
cn
CM
o
CD
i
E
O
s.
^
r—
•r-
T3
ra
CO
-M
to
•a
CO
E
^^
U
CO
o
.a
E
O
•i—
-M
3
JD
si
E
O
0
I/)
•^
^
1—
•
•P
E
rO
O
•r—
S-
f-)
3
CO
E
•t—
cn
E
CO
E
o
S-
**-
E E
ON4
43 CO
3 E
JD S-
•i- O
S- JD.
•!-> i-
E-r-
^D tj
a
CO
E -C
NJ -•-»
-a t-
co o
g
3 ti_
tO r—
CO ro
S- ^=
a. i
CO
CO E
.E O
+J
i- f—
0 S-
V|_ ro
CO
-0 E
0)
4-> CO
O JD
CO
S- O
S_ -4->
O
OTD
CO
-M -!->
O 0
Z CO
u a.
X
CO
to
•r-
236
-------
It is obvious from table 9 and other data that SBR has a greater tend-
ency to settle than does exhaust particulate. There is a subtlety, however:
The SBR content of the walkway-gutter debris (1.5 percent) and dustfall
(2.3 percent) far exceeds that of the roadway gutters (0.27 percent); and
the SBR/Pb ratios in the wall scrubbings ("3), walkway gutters (~5), and
dustfall (4.3) far exceed the ratio in the roadway gutter ("0.5 to 1) (tables
3,6,8). The size distributions (figure 7) show the same trend: Evidently
the SBR, though predominantly nonsuspendable, is relatively deficient in
the larger particles of the settled distribution when compared with Pb or
gross mass.
DETROIT AND CANADA TUNNEL EXPERIMENTS
The "Windsor Tunnel," as it is often called, runs under the Detroit
River and connects downtown Detroit with Windsor, Dntario. It is a two-
lane, single-tube tunnel 1.57 km long, with substantial (up to ca. 5 per-
cent) grades. The pavement is asphalt. The speed limit is 30 mi/hr. Nor-
mally there is much truck traffic. The air in the tunnel is circulated in
four independent tunnel sections, each section having its own air-supply
and exhaust systems. The two sections on the ends are called the "land"
sections, and the two in the central part are called the "river" sections.
We sampled the air systems for the river and land sections on the American
side; there is a curve in the former section, and in the latter section the
road goes into a sharp spiral. Samplers were placed next to the intake
fans and in the exhaust chimneys at the vent building in Detroit, and in
the intake and outlet ducts. Air velocities in the ducts (cross sections
2
about 9 meter ) are 5 to 15 meters/second, and in the exhaust chimneys
o
(cross sections 11 to 14 meter ) 2 to 5 meters/second.
The wear conditions in the tunnel are expected to resemble those for
urban driving, where wear rates (ref. 45) are in the range of 0.02 to 0.04
mils per mile (0.1 to 0.3 grams per mile per tire). The intake fan room,
situated as it is in the heart of Detroit, also serves as an open-air site
16 meters above ground level for assessing tire debris generated in city
driving.
237
-------
Table 10. Average properties of airborne particulate
matter and tunnel wall deposits collected
at the Detroit & Canada Tunnel,
15 June-10 July 1973
Tunnel exhaust
River Land Intake Wall
Pb
Zn
Ca
Residue after
02 + oC!20 extract
Specific surface area
after 02 + OC120 extract
SBR (total all extracts)
6.8%
0.22%
31%
79%
m2
9
2
44.9^
0.71%
6.6%
0.24%
30%
76%
2
5-°5r
g
2
39.2—
0.61%
1.3%
0.25%
18.7%
78%
2
•j iOL_
g
2
11. 2|-
0.26%
0.35%
0.24%
18.8%
80%
2
0.45^-
g
2
9.1^-
2.4%
aTotal carbon, free and combined'.
Experiment 6/15/73
Air samples were collected in the exhaust chimneys and intake fan room
continuously over the period June 15 through July 10, 1973. At each station
there were 47-mm and 142-mm diameter membrane filters, pore size 0.2y ori-
ented with collection surfaces downward. In the chimneys the filters were
centered about 2 meters below the top; baffling to exclude large particles
consisted of only a single disk over the holder opening. In the intake fan
room the membrane filters were elaborately baffled. The intake air was
sampled throughout with a standard Hi-vol unit equipped with 8" x 10" glass
fiber filters. Material deposited on the tunnel walls was also sampled.
Properties of the materials collected are listed in table 10. Infrared
spectra (for example, figures 8,9,10) show SBR in all samples. Recalling
the average SBR content of tire tread, we see that 1 percent of the sus-
pended particulate loading in the Detroit ambient air sampled was tire
debris.
238
-------
Table 11. Aerosol concentrations at Detroit and Canada Tunnel,
experiment 15 June 1973
q
Average concentration, ug/m
SBR
OC10)
Gross Pb
Zn
extract extracts
River section
6/15-6/28
6/28-7/10
Land section
6/15-6/28
6/28-7/10
Intake fan room
6/15-6/21*
6/21-6/28a
6/28-7/5a
7/5-7/10a
6/15-7/10
membrane"
319
321
208
236
101
90
111
157
103
16.7
24.3
10.8
18.8
1.16
1.06
1.79
1.62
—
Intake SBR/Pb = 0.18
0.675
0.637
0.577
0.476
0.284
0.199
0.279
0.310
—
to 0.23
109
100
60
75
20.2
18.3
21.2
_.
—
(average
0.80
0.41
0.38
0.35
0.136
0.131
0.169
0.194
0.077
= 0.21)
1.62
0.94
0.88
0.50
0.149
0.110
0.224
0.203
0.138
aHi-vol and 47 mm membrane filters.
142 mm membrane filter.
Standard-addition experiments indicated essentially quantitative SBR
recovery in all cases. Many oC!24> extractions, however, were required to
remove all the SBR from the wall sample, which appears (table 10} to have a
tire-debris content of approximately 10 percent.
Table 11 shows the airborne concentrations of species of interest ob-
tained in this experiment. The Hi-vols generally gave about 13 percent
higher gross concentrations than the membranes. The 47- and 142-mm mem-
branes agree better.
239
-------
Earlier Experiments
Atmospheric concentrations measured in previous experiments at the
Detroit & Canada Tunnel are listed in table 12. The main differences from
the 6/15/73 experiment were that the earlier experiments (a) included some
sampling in the ducts, (b) had less effort to exclude larger particles, and
(c) had poorer sensitivity (related to sample size and analytical procedures).
The 4/10/70 experiment serves to indicate the extent of losses of sus-
pended particulate matter from the air stream as it moves through the sys-
tem. Comparing the loadings at the inlet fan room and in the inlet duct,
one sees little evidence for significant losses, other than possibly of Pb,
in the intake system. There seems to be a decrease in gross particulates
between the-outlet duct and exhaust chimney, which is expected since most
of the particulate matter generated by traffic is settleable judging by the
experience'in the Allegheny Tunnel (table 9); otherwise there seems to be no
significant loss occurring in the exhaust system.
Table 13 shows the relative concentrations of airborne particulate
matter generated within the Detroit & Canada Tunnel during all experiments,
obtained by subtracting the respective intake concentrations. The first and
last columns indicate that 2 percent to 4 percent is tire debris (^ percent
to 1 percent is SBR).
With the subtraction of 0.006 from the AZn/APb ratio to account for
the contribution of engine lubricant, the residual ratio ranges between
zero and 0.14 (average 0.026). The lowest ratios occur at the same time
of year in 1971 and 1973, and the 1973 ratio has low SBR values to support
it. The time happens to embrace two major holidays (one U.S., one Canadian)
in each case, and the Pb values themselves are high. Probably traffic
congestion in the tunnel is the explanation.
EXPERIMENTS AT ROTUNDA DRIVE, DEARBORN
The site is a sharp curve (radius of curvature about 64 meters, length
about 81 meters) in Rotunda Drive at the edge of the Ford Engineering Center
in Dearborn, Michigan. The setting is suburban. Rotunda Drive is an as-
phalt-surfaced four-lane artery about 19 meters wide carrying moderate
traffic, predominantly automobiles. There are curve warning signs suggesting
240
-------
Table 12. Earlier aerosol measurements at the
Detroit and Canada Tunnel
Average concentration, yg/nf
Gross
Pb
Br
Zn
3/4/70 River section
Outlet duct
Intake duct
3/5/70 River section
Outlet duct
Intake duct
4/10/70 River section3
Exhaust chimney
Intake fan room
Outlet duct
Intake duct
6/28/71-6/30/71 River section
Exhaust chimney
Intake fan room
6/30/71-7/4/71 River section
Exhaust chimney
Intake fan room
7/7/71-7/12/71 Land section
Exhaust chimney0
Intake fan room
666
148
864
34
2019
165
2386
174
337
134
206
74
249
118
57
3.2
26
3.0
52
8
52
4
21.1
1.5
28.1
2.0
27.2
2.1
31.9
0.9
12.9
1.2
22.1
1.5
24.4
1.4
2.2
0.49
0.96
0.66
2.9
0.28
3.0
0.26
3.41
0.52
0.265
0.158
0.497
0.298
aNo trucks (Teamsters strike).
SBR presence was also established, by an infrared method now
known (ref. 6) to lead to losses: CfiHfi extract = 0.31 yg/m3, (05 +
oCji2$) extract =0.51 yg/m3. *
CSBR presence was also established, '(02 + oCl20) extract =
0.38 yg/m3 (but see preceding footnote).
241
-------
Table 13. Relative amounts of airbgrne participate species
generated inside the Detroit and Canada Tunnel
3/4/70 River
3/5/70 River
4/10/70 River3 'b
6/28-6/30/71 River
6/30-7/4/71 River
7/7-7/12/71 Land
6/15-6/21/73 River
6/21-6/28/73 River
6/28-7/5/73 River
7/5-7/10/73 River
6/15-6/21/73 Land
6/21-6/28/73 Land
6/28-7/5/73 Land
7/5-7/10/73 Land
AGross
518
830
2033
203
132
131
177
233
175
184
64
176
126
96
Outlet minus
APb ABr •
54 31
23 11.7
46 22
19.6
26 /I
25.1
21.0
11.0
23.8
21.2
9.7
9.7
17.0
17.1
3
intake, ug/m
AZn AC
1.7
0.30
2.7
.2.9
0.11
0.20
0.388)
[ 92
0.479'
0.287)
(79)c
0.416»
0.312)
43
'0.357)
0.182)
(54)c
0.187)
ASBR
2.19
1.00
1.03
0.49
aAverage of chimney minus fan room and outlet duct minus
intake duct.
b.
No trucks (Teamsters strike).
Approximate; carbon loadin
5-10 July 1973 was not measured.
Approximate; carbon loading at intake during the interval
242
-------
slowing to 30 mi/hr from the posted 40 mi/hr speed limit. The suggest-
ed speed is frequently exceeded, and the wear on tires is undoubtedly
severe; at the speed limit, the centrifugal acceleration would be about
f\
325 cm/second , which should correspond (ref. 46) to a wear rate of some 1
to 6 mils per mile, or 7 to 40 grams per mile per tire. At that rate, a
tire would last only a few hundred miles.
Stop-and-go traffic prevails at this site for about 20 minutes each
weekday. This, together with occasional idling on nearby side streets,
operation of off-road vehicles, occasional testing of engines by Engineer-
ing Center personnel, and the incessant gasoline-powered lawnmowers in
season, will probably contribute a small amount of spurious exhaust part-
iculates with a commensurate overestimate of the relative importance of
the latter.
Sample Collection. The disposition of the sampling site and apparatus
is shown in figure 11. Samples were collected on 47- and 142-mm diameter
membrane filters (mean pore flow diameter 0.2y) and on standard Hi-vol samp-
lers equipped with 8" x 10" glass or quartz fiber filters. Glass and quartz
filters run concurrently on two Hi-vols showed no difference in their SBR
results.
The membrane filters were extensively baffled to exclude large particles
and installed in the weather shelters, collection surfaces downward. Run-
ning times were of the order of 5 days for the Hi-vols, and weeks for the
membranes. Soil samples (about 7 cm diameter x 5 cm deep) and dustfall
samples were also collected. The airborne SBR size distribution was ob-
tained with a standard Hi-vol cascade impactor with glass-fiber-filter
collection surfaces.
Results. SBR was found in all air samples, in dustfall, and in soil
(figures 12,13,14). Properties of the aerosol are listed in table 14. The
SBR/Pb ratios indicate that the generation of airborne tire debris here is
substantial. The SBR in the dustfall was 1.44 percent (indicating some 6
percent tire debris which may be compared with the value ~2 percent report-
ed by Cardina (ref. 4) near traffic).
The Hi-vols usually collected substantially more material, on a yg/m
basis, than did the membranes. We attribute this to the better shielding
243
-------
of the latter against large particles. The bias for greater SBR collection
in the Hi-vols was about the same as that for the gross particulates,
hence the agreement between membrane and Hi-vol SBR calculated as a per-
centage of gross mass. Supporting further the large-particle hypothesis is
the observation that a Hi-vol without the motor running collected 2-4 per-
cent as much SBR and 2.6 percent as much gross particulate--clearly not
aerosol—as a running, but otherwise-identical, Hi-vol next to it. The low-
est mass loading and the next-lowest SBR was observed in a sampling period
3/9-3/15/73 during which there occurred an exceptionally severe snowstorm
which covered everything for many days. In general, the SBR concentration
measured by the Hi-vols goes up when the total .particulate loading does
(figure 15), as would be expected if, for example, resuspension of dust by
wind were a controlling factor.
The size distribution of the airborne SBR (figure 16), the relatively
high SBR in the dustfall, the amount of SBR in the soil and its rapid de-
cline with distance away from the road (figure.17; the half-distance is
about 1 to 2 meters), and finally the higher SBR values obtained for the
Hi-vols relative to the membrane filters, all point to the predominance
of large particles. Extrapolation of figure 17 suggests that most of the
SBR particles settle initially onto the roadway itself. A reveiw of the
literature concerning tire-wear mechanisms would lead one to expect that
particles produced by severe wear should be large (ref. 15), in accord
with our evidence.
As at Allegheny Tunnel, a settling tendency that is greater for SBR
than for Pb particles is observed (compare SBR/Pb ratios in the air and at
the edge of the road, table 14 and figure 17).
At the high-speed turn in the Ford test track in Dearborn, the SBR
concentration in the soil varies with distance from the road, qualitatively
like that at Rotunda Drive, but on a longer distance scale (figure 18; the
asymmetry between the inside and outside of the curve may be wind-induced).
Standard-addition experiments show high SBR recoveries in the aerosol
and dustfall samples. Appropriate corrections were made. Sometimes sig-
nificant losses occurred in the soil and impactor-stage samples at the low-
er concentrations. We do not attempt to correct for this, and therefore
244
-------
(!)
.>
o
ro
•o
3
O
a:
ro
co
i *
(^
o
(/)
co
•>-
S-
co
o.
o
s-
a.
•
^^
r—
(U
.0
ro
I—
"o
1
'£
^.^
Q
-a
CO
o
CO
r~-
i_
o
o
CO
ra
i-
-a
CO
E
>~
.Q
-a
i *
U
CO
r~
o
o
s-^
•—
CM
1
LO
-co
f"^
o
co
co E
\fc« "ov^.
OV^** ~* CM
3.1^ LO
• ^-^ •
^-s«* LO o
LO 1 CO 1
• o • o
— -» CO CO O CM
O) 1 1
O CM i— CO O CO
r— *O i— —* E *«
1 • • ^"-^ CO
co o »*- o r^ CT>CM
CO ••—'ID «^^CO 3. 1
• • LO
CO CM i— O CM f—
CO LO CM r—
• II 'II 1 II
CT> ^"~ C3 iD
LO
CO .
E
O)
-^
«t
in
10
rO
^
r.«>
ro
o .a cm
I— a. fvi tJ
CO
C
3. CM
x— .r-^
LO 1
• CM
r— CM
1
r^ co
"~I —
o ^-
LO
•
*s- o
LO
• U
o
CO
E
"oV^>
3- CO
^^
*~** •
r-O
• o
O LO
1 •
coo
^^ ^Q CM *^M^
^* r^ o> 01 en •
oo r-. ^^ — ^ oo
1 CM CM CM VO
CO E E E
CO VO Lf) CO
1 CM • II
1 — 1 (O
CM
*~
c c
CO O
O •"— •!—
•r~ 4-> 4^
4J 0 CJ
O m ^~ ro
*i— O -M (/)
+J X 4-> •!- X 4->
X O) -r- 4-> 0) O
i— X
UD O CO X CJ CO
,<_> o o a> o
ro r—
O) i- DC ro
4-> CM 3 *O CM
4-0 W 0 O i—
ro *O
$- O S- S- 4->
CO CO -r- CO CO O
^3 ^ .* tj -I.-1 « j ^ %
-Q l^— • *(— *^— *4— ^— ^
*^~ (O tJ fO 'O
to a) a:
co a. -co
oe: co to
CM
*!^"
,
0
i
r—
CM
CJ
^•^
CM
CO
•
O
X--N
00
CO
o
1
CO
CM
•
O
o
CO
•
o
_a
a.
^^
^.^
a:
CO
CO
s*
.
*u
cu
c
•r*
-i
o
U
•a
c.
CO
CO
i.
(4.
M
c
o
S.
ra
U
r—
ro
4-^
o
1—
to
245
-------
the SBR soil concentrations may actually be somewhat higher than shown in
figures 17 and 18.
ERRORS AND INTERFERENCES
Zinc. The importance of extraneous sources of Zn is obvious from some of
the data. Only in the wall deposits and dustfall in the tunnels, and in
the walkway gutter deposit at Allegheny, can tire debris account for as
much as half of the Zn, according to Zn/SBR ratios (tables 3,8,10). The
sporadic behavior of Zn concentrations at the Detroit & Canada Tunnel and
the high AZn/APb ratios there would probably be unattainable if tire wear
were the only Zn source. The tunnel-air AZn/APb ratios are in turn so much
lower than the atmospheric Zn/Pb ratios that it is evident that tires are
not a major source of atmospheric Zn.
One source which impairs the value of Zn as a tracer even in the tun-
nels is engine exhaust. The estimated amount of motor-oil Zn from gasoline-
engine exhaust alone is comparable to, and sometimes higher than, the total
Zn observed in the air of the tunnels. This estimate itself is uncertain
and should be regarded with reservation.
The Zn content of tire debris is assumed to be the same as in the par-
ent material. Agglomerations rich in Zn and up to 30y in diameter sometimes
form in tire tread material (refs. 47,48,49), and hence some segregation by
preferential settling is conceivable. To the extent that vaporization of
any other tread constituent occurs, the Zn found will exaggerate the amount
of tire particulate matter present, but will serve instead to indicate the
total amount of airborne tire debris, both gaseous and particulate.
SBR. The main concern with SBR is oxidation. This is probably not a
source of error in the tunnels. The open atmosphere is another matter.
Ozone attack would seem a certainty. Photochemical decomposition (by
ultraviolet light) and oxygen attack (refs. 50,51,52,21) can be expected
to occur in the daytime. Proximity of the sampling site to the source (as
at Rotunda Drive) might ameliorate the problem, but one must recognize
that the SBR found by infrared spectroscopy might underestimate the amount
of particulate tire debris actually present in the case of the open-air
samples.
246
-------
Decomposition during the wear process itself (thermal decomposition)
is probably not serious. Thermogravimetric analysis of decomposition" of
the standard E249-66 tread vulcanizate in air shows that temperatures at
the contact points between tire and roadway would have to reach ~380°C be-
fore the induction time for decomposition would be as short as the reaction
n
time available (~10~ seconds in the footprint, per revolution). The ma-
terial balance in SBR at the Allegheny Tunnel also argues against decom-
position errors.
Some deterioration with-the passage of time is known to occur in at
least some air samples, namely,-Hi-vol samples collected from the Detroit
air during the Detroit & Canada Tunnel 6/15/73 experiment. Portions ex-
tracted promptly after collection and duplicate portions extracted after
6 months' storage in the dark at room temperature showed good agreement
in the oC^tj) extracts, but the benzene extract of the stored sample showed
40 percent less SBR than was found in the earlier-extracted duplicate.
Overestimate of the amount of SBR seems unlikely. Some 65 percent of
the U.S. production of SBR during 1969-1971 was utilized in tires (refs. 25,
26,27); hence, the possibility of the influence of nontire SBR sources is
remote. Other substances can contribute to the lines in the SBR infrared
spectrum at 10.35y (trans-olefins) and 14.3y (monosubstituted aromatic
compounds). We have mentioned polybutadiene (olefinic linkages). Gasoline
contains 1,3 pentadiene and other olefins. In automobile exhaust particulate
samples we have measured a 10.35-y absorption equivalent to 0.2 percent
rubber in benzene extracts and <0.1 percent rubber in oClp extracts. Sam-
ples of Diesel-exhaust particulate extracted first with benzene and then
with oClp showed weak 10.35-y absorption in the latter. Linnell and Scott
(ref. 53) found no 10.35-y absorption in Diesel exhaust particulate. As-
phalt samples did not give the SBR spectrum.
Interfering compounds would probably appear primarily in the benzene
extracts. Fortunately, we find most (average about 65 percent) of the SBR
in the oC^ extracts, where, moreover, the likelihood of interferences is
easily gauged by comparing the 10.35/14.3-y intensity ratio with that for
SBR.
Absence of lines at 10.35 and 14.3y in the Allegheny Tunnel intake-air
247
-------
samples argues against presence of natural, sources that might interfere >in
air samples generally.
Gel permeation chromatography was performed on a sample collected in
»
a Hi-vol filter displaying a strong SBR infrared spectrum in the oCl24> ex-
tract. An aliquot of this extract was passed through the GPC column. At
the point in the elution where SBR comes off the column, the effluent was
trapped. Its infrared spectrum proved to be that of SBR. The amount of
SBR in the trapped stream as calculated from the spectral intensities agreed
with the amount present before injection onto the column. This, indicates
that we were dealing with one species, having the same infrared spectrum
as SBR and approximately the same molecular weight as SBR.
COMPARISON OF TIRE AND EXHAUST PARTICULATES
We wish to compare the amount of airborne tire particulates, from ve-
hicles of all types, against the amount of airborne exhaust particulates
from automobiles and other gasoline-powered vehicles.
The Pb content of airborne automobile exhaust particulate matter is
variously reported as 12 to 74 percent (refs. 54-68). Our measurements at
the Detroit & Canada Tunnel 6/30-7/4/71 and 7/7-7/12/71 show that the num-
ber is >20 percent. We adopt 40 percent as the yalue, as found by Mueller
et aj_. (refs. 62,63,64) at 60 mi/hr. Choice of a lower value would result
in lower estimates for the amount of tire particulates relative to exhaust.
The foregoing, together with 25 percent and 1.0 percent for the aver-
age SBR and Zn contents,' respectively, of tread rubber as already discuss-
ed, give relative amounts of airborne tire debris and gasoline-engine ex-
haust particulate shown in table 15. The sites are arranged in approxi-
mate order of increasing severity, from high speed cruise through urban
driving to cornering. A reasonable estimate at a nationwide average might
be 0.2 on the basis of this table.
«
Larson and Konopinski (ref. 18) found AZn/APb = 0.0167 in Boston's
Surnner Tunnel, similar to the values obtained in our tunnel experiments.
With the (0.006) correction for the Zn contributed by lubricating oil, their
result implies <0.43 as the maximum ratio between tire particulates and
gasoline-engine exhaust particulates at that tunnel.
Our SBR/Pb ratios at all sites taken together indicate that tire-
248
-------
Table 15. Mass ratios between airborne tire particulate
and airborne gasoline-engine exhaust participate
Participate
mass ratios
calculated
from Zn/Pb
Particulate
mass ratios
calculated
from SBR/Pb
Allegheny Tunnel
Eastbound
Westbound
Allegheny Mountain ambient
(intake fans)
Detroit and Canada Tunnel
U.S. River section
U.S. Land section
Detroit ambient
(intake fans)
Rotunda Drive
<0.30C
<0.27£
<0.7a'b
<0.5a'c
0.035-0.11
0(<0.2)
0.22d
0.17d
0.33
0.50-
From average Zn/Pb ratios with contribution of gasoline-
engine exhaust-particulate Zn (Zn/Pb = 0.006) subtracted out.
Minimum Zn/Pb at this site, with motor-oil correction applied,
tire particulates
would give = zero.
gasoline-engine exhaust particulates
cMinimum Zn/Pb at this site, with motor-oil correction applied,
tire particulates
would give
gasoline-engine exhaust particulates
= 0.08.
Data for the period of 15-28 June 1973 only. SBR/Pb ratios for
the period of 28 June to 10 July 1973 are believed to be anomalously
low because of traffic jams in the tunnel.
249
-------
participate levels in urban atmospheres should be generally on the order
3
of 0.5 to 1 yg/m , or 1 percent of the gross airborne particulate loading,
i.e., comparable to (say, one half of) current atmospheric Pb'levels. This
agrees with our measurements of the Detroit air (see tables 10,11).
If the rate of generation of airborne Pb particulates per mile from
gasoline-engine exhaust is of the same order at the other sites as it was
at the Allegheny Tunnel (and at the Sumner Tunnel), our SBR/Pb ratios imply
airborne tire-particulate generation rates around 0.004 grams per mile per
tire in the Detroit & Canada Tunnel, 0.006 in Detroit, and 0.009 at Rotunda
Drive—or, from wear estimates previously given, airborne tire-particulate
generation rates of ~2 percent of the total wear rate in the Detroit &
.Canada Tunnel, ~3 percent in Detroit, and 0.02-0.1 percent at Rotunda
Drive. We have seen that the figure was 2 to 7 percent at the Allegheny
Tunnel. Thus, though the amount of airborne tire particulate on a gram/mile
basis increases with increasing severity of wear, it probably remains a re-
latively constant fraction (~5 percent) of the total wear.
SUMMARY
We conclude that:
1) Airborne particulate matter from rubber tires is present in minor
amounts in the atmosphere;
2) This airborne particulate constitutes a small fraction of the
total tire wear—perhaps 5 to 10 percent on the average;
3) Most of the rest exists in the form of nonsuspendable particles
deposited near the road;
4) Tire debris comprises a small fraction (perhaps 1 to 4 percent)
of the total airborne particulate matter generated by road vehicles of all
categories in tunnels;
5) Depending on driving conditions, the amount of airborne tire
particulate matter is ~20 percent as great !as the amount of airborne ex-
haust particulate matter from gasoline engines burning leaded fuel (from
~5 percent under mild-wear conditions to 45 percent under severe condi-
tions);
6) The concentration of airborne tire particulate matter in urban
250
-------
areas is probably of the order of 1 yg/m or 1 percent of the total parti -
culate loading.
Item (2), as well as (5), suggests that the nationwide production of
airborne tire participates would not justify considering tire wear a major
source of air pollution. We have to stop short of dismissing it altogether,
for we lack detailed knowledge of the chemistry of the small amount that
does go into the atmosphere. No concrete roadways have been explicitly
examined in our study, and one may ask if they might differ from asphalt
in a pertinent way. At the moment, however, the possibility of showing
airborne tire particulates as a major air pollution problem seems remote.
' Evidence of silica or silicate'was occasionally noted in tunnel outlet
air, suggesting a role that mineral debris might play in the particulates
generated by vehicles. This prompts mention of the work of Thelin (ref. 69),
who rubbed a vulcanizate sample over a brass plate strewn with abrasive
particles that were free to roll (as in a roadway situation, and not as in
a laboratory tire test where the abrasive is fixed to the "road" surface)
and found that much more brass than rubber was abraded. It would therefore
seem pertinent to test the hypothesis that the important material resulting
from tire wear may be abraded from the roadway rather than from the tire.
ACKNOWLEDGMENTS
We wish to acknowledge the help of Mr. Daniel A. Meyer of the General
Tire & Rubber Company Research Staff for his guidance, for providing sam-
ples of various copolymers and vulcanized and unvulcanized tread formula-
tions, and for his encouragement and interest throughout. We thank Mr.
Charles R. Begeman, of the General Motors Research Laboratories, for pro-
viding us with information and samples of Diesel exhaust particulate matter.
We thank Mr. Ronald J. Delaney and his staff of the Detroit & Canada Tunnel
for permission for, and assistance in, the experiments there. We are in-
debted to Mr. Franklin V. Summers, former Director of Operations, Pennsyl-
vania Turnpike Commission; Mr. Robert K. Peffer, Administrative Coordinator;
Mr. Calvin L. Ewig, Jr., Division Maintenance Superintendent-Western; Mr. J.
R. Ciabocchi; and many other Pennsylvania Turnpike employees, for their
assistance with the Allegheny Tunnel experiments. We thank the crews of
251
-------
the Ford Nuclear Reactor at the University of Michigan for their assistance
with the neutron irradiations. Finally, we thank our Ford colleagues Mr.
James W. Butler, Dr. Robert H. Hammerle, Mr. John L. Parsons, Dr. Douglas
E. McKee, Dr. Richard H. Marsh, Dr. Marvin H. Weintraub, Dr. Robert Ullman,
Mr. Werner Bergman, Mr. Jack S. Ninomiya, and Dr. Kenneth C. Rusch for their
assistance, information, and criticism; and we are especially indebted to
Dr. Joseph T. Kummer for his guidance and his major role in the earlier
part of the work itself.
REFERENCES
1. J. H. Cavender, D. S. Kircher, and A. J. Hoffman, Nationwide Air_Pol_-_
lutan't Emission Trends, 1940-1970, U.S. Environmental Protection Agency,
Office of Air and Water Programs Report AP-115, January 1973, App. A.
2. W. Mc-Dermott, Scientific American, Vol. 205, No. ,4 (1961), p. 49.
3. L. B. Lockhart, A. W. Ali, and P. W. Mange, NRL Memorandum Report
2346, AD-738799, October 1971.
4. J. A. Cardina, Rubber Chem. Technol., Vol. 46 (1973), p. 232.
5. J. A. Cardina, Rubber Chem. Technol., Vol. 47 (1974), p. 1005.
6. W. W.. Brachaczek #nd W. R., Pierson, Rubber Chem. Technol., Vol. 47
(1974), p. 150. ~~~ ——
7. W. R. Pierson and W. W. Brachaczek, Rubber Chem. Technol., Vol. 47
(1974), p. 1275.
8. W. R. Pierson and W. W. Brachaczek, J. Air Pollut. Contr. Ass., Vol.
25 (1975), p. 404. .
9. M. L. Dannis, Rubber Chem. Techno!.. Vol. 47 (1974), p. 1011.
10. R. N. Thompson, C. A. Nau, and C. H. Lawrence, Amer. Ind. Hyg. Ass. J.,
Vol. 27 (1966), p. 488.
11. M. J. Brock, Identification of Black Airborne Particles Filtered From
Air Sample Collected Near California Freeway Systems. The Firestone
Tire & Rubber Company, Akron, Ohio, (unpublished report, 1972).
12. T. E. Myslinski, Exploration of Major Gaseous Products From Rubber
Tire Tread Wear, M.S. Thesis, University of Cincinnati, 1970.
13. R. L. Raybold and R. Byerly, Jr., Investigation of Products of Tire
Wear. National Bureau of Standards Report 10834, April 21, 1972.
14. J. P. Subramani, "Particulate Air Pollution from Automobi-le Tire Tread
Wear," Ph.D. Thesis, University of Cincinnati, 1971; Dissertation Ab-
stracts. Vol. 32 (1972), p. 3936B.
252
-------
15. D. Bulgin and M. H. Walters, in Proceedings of the Fifth International
Rubber Conference 1967, The Institution of the Rubber Industry;-May —
15-18, 1967, Brighton. Gordon & Breach Science Publishers, New York,
1968, pp. 445-469.
16. G. E. Moore and M. Katz, Int. J. Air Pollut.. Vol. 2 (1960), p. 221.
17. R. E. Waller, B. T. Commins, and P. J. Lawther, Brit. J. Ind. Med.,
Vol. 18 (1961), p. 250.
18. R. I. Larsen and V. J. Konopinski, Arch. Environ. Health, Vol. 5 (1962),
p. 597.
19. R.' I. Larsen, Ann. N.Y. Acad. Sci., Vol. 136 (1966), Art. 12, p. 275.
~*
20. C. J. Conlee, P. A. Kenline, R. L. Cummins, and V. J. Konopinski,
Arch. Environ. Health. Vol. 14 (1967), p. 429.
21. H. J. Stern, Rubber: Natural and Synthetic, 2nd edition, Maclaren &
Sons, Ltd., London; Palmerton Publishing Co., Inc., New York.
22. C. S. Martens, J. J. Wesolowski, R. Kaifer, and W. John, Atmos.
Environ., Vol. 7 (1973), p. 905.
23. -J. A. Robbins and F. L. Snitz, Environ. Sci. Techno!., Vol. 6 (1972),
p. 164.
24. G. L. Ter Haar and M. A. Bayard, Nature. Vol. 232 (1971), p. 553.
25. Rubber World, Vol. 161, No. 5 (1970), p. 54.
26. Rubber World, Vol. 163, No. 5 (1971), p. 43.
27. Rubber World, Vol. 165, No. 5 (1972), p. 36.
28. N. K. Weaver, Ind. Med., Vol. 40, No. 9 (1971), p. 31.
29. J. S. Ninomiya, W. Bergman, and B. H. Simpson, Automotive Particulate
Emissions, paper presented at the Second International Clean Air Con-
gress of the International Union of Air Pollution Prevention Associa-
tion, Washington, D. C., December 6-11, 1971; also, unpublished data.
30. J. W. Frey, and M. Corn, Amer. Ind. Hyg. Ass. J., Vol. 28 (1967),
p. 468; Nature, Vol. 216 (1967), p. 615.
31. Rubber Age, Vol. 102, No. 1 (1970), p. 48.
32. Rubber Age. Vol. 103, No. 1 (1971), p. 48.
33. Rubber Age. Vol. 104, No. 1 (1972), p. 30.
34. Rubber World. Vol. 159, No. 4 (1969), p. 30.
35. D. A. Meyer, The General Tire & Rubber Company, Akron, Ohio, Private
Communications, 1971-74.
36. A. G. Veith, Rubber Division Paper No. 5, ACS Meeting, Detroit,
Michigan, May 1, 1973; Rubber Chem. Techno!.. Vol. 46 (1973), p. 801.
37. K. R. Spurny, J. P. Lodge, E. R. Frank, Jr., and D. M. Sheesley,
Environ. Sci. Techno!.. Vol. 3 (1969), p. 453.
253
-------
38. D. A. Lundgren and H. J. Paulus, Paper No. 73-163, Air Pollution Con-
trol Association 66th Annual Meeting, Chicago, Illinois, 24-2$ June,
1973.
f
39. G. A. Sehmel, Paper No. 73-162, Air Pollution Control Association
66th National Meeting, Chicago,, Illinois, 24-28 June, 1973.
40. 0. L. Wood and C. H. Erickson, Chemosphere, Vol. 2 (1973), p. 77.
41. R. M. Burton, J. N. Howard, R. L. Penley, P. A. Ramsay, and T. A.
Clark, J. Air Pollut. Contr. Ass.. Vol. 23 (1973), p. 277.
42. P. Aboytes, A. Voet, Rubber Chem. Techno!.. Vol. 43 (1970), p. 464.
43. A. M. Gessler, Rubber Chem. Techno!., Vol. 42 (1969), p. 850; ibid
(1969), p. 858.
44. A. K. Sircar and A. Voet, Rubber Chem. Techno!., Vol. 43 (1970), p.
973.
45. H. K. de Decker, C. A. McCall, and W. S. Bahary, Rubber and Plastics
Age, Vol. 46 (1965), p. 286.
46. J. L. Ginn, R. L. Marlow, and R. F. Miller, Rubber and Plastics Age,
Vol. 42 (1961), p. 968.
47. W. M. Hess and K. A. Burgess, Rubber Chem. Techno!., Vol. 36 (1963),
p. 754.
48. W. M. Hess and F. P. Ford, Rubber Chem. Techno!., Vol. 36 (1963),
p. 1175.
49. R. W. Smith and A. L.^Black, Rubber Chem. Techno!., Vol. 37 (1964),
p. 338.
50. L. Bateman, J. Polym. Sci.. Vol. 2 (1947), p. 1.
51. J. R. Dunn and J. Scanlan, "Stress-Relaxation Studies of Network
Degradation," in L. Bateman, (Ed.), The Chemistry and Physics of
' Rubber-Like Substances, Maclaren & Sons, Ltd., London; John Wiley
- & Sons, New Yqrk, 1956, Ch. 18.
52. M. L. Kaplan and P. G*. Kelleher, J. Polym. Sci., Vol. 8 (1970), p.
3163; Rubber Chem. Techno!.. Vol. 44 (1971), p. 642.
53. R. H. Linnell and W. E. Scott, Arch. Environ. Health, Vol. 5 (1962),
p. 102; J. Air Pollut. Contr. Ass., Vol. 12 (1962). p. 510.
54. Associated Octel Company Ltd., The Elimination of Particulate Emissions,
Report OP 72/5, December 1972.
55. W. Bergmanj Characterizing and Measuring Automotive Particulate Emis-
sions With Two Improved Sampling Techniques, paper presented at the
Central States Section Meeting of the Combustion Institute, Ann Arbor,
Michigan, March 23-24, 1971.
56. J. T. Ganley and G. S. Springer, Environ. Sci. Techno!.. Vol. 8 (1974),
p. 340. '
57. D. A. Hirschler, L. F. Gilbert, F. W. Lamb, and L. M. Niebylski,
•Ind. Eng. Chem.. Vol. 49 (1957), p. 1131.
254
-------
58. D. A. Hirschler and L. F. Gilbert, Arch. Environ. Health, Vol. 8
(1964), p. 297.
59. H. C. McKee and W. A. McMahon, Jr., J. Air Pollut. Contr. Ass., Vol.
10 (1960), p. 456.
60. J. B. Moran, 0. J. Manary, R. H. Fay, and M. J. Baldwin, Development
of Particulate Emission Control Techniques for Spark-Ignition Engines,
U.S. Environmental Protection Agency, Office of Air Programs Report
APTD-0949 (National Technical Information Service Report PB-207312),
July 1971.
61. J. B. Moran, M. J. Baldwin, 0. J. Manary, and J. C. Valenta, Effect
of Fuel Additives on the Chemical and Physical Characteristics of
Particulate Emissions in Automotive Exhaust, U.S. Environmental Pro-
tection Agency, Office of Research and Monitoring Report EPA-R2-72-066
(NTTS PB-222799), December 1972.
62. P. K. Mueller, H. L. Helwig, A. E. Alcocer, W. K. Gong, and E. E.
Jones, ASTM Special Publication No. 352, Symposium on Air Pollution
Measurement Methods, presented at the Fourth Pacific Area National
ASTM Meeting, Los Angeles, Oct. 5, 1962 (published 1963 by ASTM),
pp. 60-77.
63. P. K. Mueller, J. Air. Pollut. Contr. Ass., Vol. 17 (1967), p. 583.
64. P. K. Mueller, Environ. Sci. Techno!.. Vol. 4 (1970), p. 248.
65. R. E. Sampson and G. S. Springer, Environ. Sci. Techno!., Vol. 7
(1973), p. 55. ;
66. G. L. Ter Haar, D. L. Lenane, J. N. Hu, and M. Brandt, Paper No.
71-111, Air Pollution Control Association 64th Annual Meeting, At-
lantic City, N. J., June 27-July 2, 1971.
67. G. L. Ter Haar, D. L. Lenane, J. N. Hu, and M. Brandt, J. Air Pollut.
Contr. Ass.. Vol. 22 (1972), p. 39.
68. W. E. Wilson, Jr., D. F. Miller, A. Levy, and R. K. Stone, J. Air
Pollut. Contr. Ass.. Vol. 23 (1973), p. 949.
69. J. H. Thelin, Rubber Chem. Techno!., Vol. 43 (1970), p. 1503.
255
-------
0.0
WAVELENGTH (microns)
9 10 12 15
20
1200
1000
800
600
FREQUENCY (cm }
Figure 1. Infrared spectrum of SBR-1500. The lines at 13.3 and 14.3y
are from the aromatic rings of the styrene units of the co-
polymer chain. The other four indicated lines (one of which
cannot be seen in this spectrum) are associated with butadiene
units; of these four, the strong one at 10.35y is associated
with 1,4 addition in a trans configuration, the unobserved
one at 13.6y is associated with 1,4 addition in a cjs_ config-
uration, and those at 10.05 and 10.95y are associated with
1,2 addition. It can be seen that there is little of the
cis configuration in this material.
256
-------
100
10
E
a.
o
x
O.I
• V
.
•»'•
V
• •Automobiles
"Heovier V«hicl«m
I
•
WEDNESDAY
6/8
THURSDAY
8/9
FRIDAY
8/10
SATURDAY
8/4 S 8/11
SUNDAY
8/5 ft 8/12
MONDAY
8/6 & 8/13
TUESDAY
8/7
Figure 2. Visual counts of eastbound traffic, by categories, in the
Allegheny Tunnel during the 8/1/73 experiment. In the "Heavv
er Vehicles" category, about 72 percent are Diesel-powered.
257
-------
to
cr
25
a.
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
I I I I I \ I I
East bound
Westbound
\x' Classes 2-9 ~' _
8/1
THU
8/2
FRI
8/3
SUN
8/5
MON
8/6
IDE
8/7
WED.
8/8
THU
8/9
FRI.
fl/io!
SAT
8/11
SUN
8/12
HON.
8/13
TUE.
8/14
Figure 3. Eastbound (solid lines) and westbound (dashed lines) 24-hour
traffic totals at Allegheny Tunnel during the 8/1/73 experi-
ment. Class 1 consists of light vehicles, primarily automo-
biles, and Class 2-9 consists of heavier vehicles (trucks
and buses).
258
-------
300
10
U/
_J
| 200
Q.
UJ
Z
o:
o
CD
(T
w 100
CO
o
cc
o
0
II III 1
r-i
i
S
i
i
l—,
r~i r~~)
— J ! j ! !
i 1 ••»
1 1
i i _^_
i i
i ,
i f1 ,-»
u *-* j
t
J
i i
WED. THU. FRI. SAT. SUN. MON. TUE. WEft THl). FRI. SAT. SUN. HON.
8/1 8/2 8/3 8/4 8/5 8/6 8/7 8/8 8/9 8/10 8/11 8/12 8/13
Figure 4. Gross airborne participate loadings at Allegheny Tunnel East
Portal, eastbound tube, during the period 8/1/73 to 8/13/73,
Hi-vol samples.
259
-------
EXHAUST AIR-ALLEGHENY TUNNEL
WAVELENGTH (MICRONS)
8 9 IO 12 15
20
O.I
0.2
ui
o
z
) extract
0.2
0.4
1200 1000
800
600
FREQUENCY (cm"')
Figure 5. Infrared spectra of benzene and oCl2<|> extracts of aerosol in
the Allegheny Tunnel 8/1/73 experiment. These are from a
Hi-vol sample collected 0640-1912 EOT Sunday 12 August at
the East Portal station in the eastbound tube. As indicated,
the spectra correspond to 1/6 of the benzene extract and 1/2
of the oCl24> extract (from one half of the filter).
260
-------
1.5
1.0
cc
m
to
0.5
0
i-i n
WEO.
8/1
THU
8/2
FRI
8/3
SAT
8/4
SUK
8/5
MON
8/6
WED.
8/8
THU
8/9
FRI
8/10
SAT
8/1!
SUN
8/12
MOW
8/13
Figure 6. Airborne SBR concentrations at Allegheny Tunnel East Portal
during the period 8/1/73 to 8/13/73, Hi-vol samples.
261
-------
10
0.1 125 10 50 90 95 98 99 99.9
PERCENT OF MASS IN PARTICLES SMALLER THAN STATED SIZE
Figure 7. Size distributions of gross mass, Pb, Zn, and SBR in the
roadway gutters of the Allegheny Tunnel, eastbound tube,
r-ight-hand lane, near the East Portal.
262
-------
EXHAUST AIR - WINDSOR TUNNEL
WAVELENGTH ( MICRONS)
8 9 10 12 15 20
1200 1000 800 600
FREQUENCY (cm"1)
Figure 8. Infrared spectra of benzene and od2 extracts of aerosol in
the Detroit & Canada Tunnel. These are from a membrane-
filter sample collected from 1435 EOT 15 June through 1055
EOT 28 June 1973, in the exhaust chimney for the U. S. River
section.
263
-------
INTAKE AIR-WINDSOR TUNNEL
WAVELENGTH (MICRONS)
8 9 10 12 15 20
O.I
ui
0.2
m
o:
o
V)
0.4
ir i i i i i
10
-- (02+oCA2 <£) extract
J I l_
1200 1000 800 600
FREQUENCY (cm"1)
0.4
0.6
1.0
Figure 9. Infrared spectra of benzene and od24> extracts of aerosol at
the ambient-air intake of the Detroit & Canada Tunnel. These
are from a Hi-vol sample collected from 1304 EOT Thursday 28
June through 0938 EOT Thursday 5 July 1973.
264
-------
WALL SAMPLE-WINDSOR TUNNEL
WAVELENGTH (MICRONS)
8 9 10 12 15 20
'£
T
I I I I
0.2
LU '
o
z
<
CD 0.6
cc
o
V)
CO . _
< I.O
- ^| (Oz+oCl24> > extract
4T C6H6 extrOCt
0.2
0.4
0.6
1200
1000
800
600
-I,
FREQUENCY (cm1)
Figure 10. Infrared spectra of benzene and oClp extracts of dirt adher-
ing to the wall of the Detroit & Canada Tunnel. This sample
was collected from a spot 160 meters into the tunnel from the
U.S. end.
265
-------
Sampling Site in Dearborn
Guardhouse
Weather Stations
HiVol Samplers
~I2 Meters
i. Radius of
Curvature = 64 Meters
1
N
Sidewalk
~ 19 Meters Wide
Figure 11. Rotunda Drive sampling site, Dearborn, Michigan.
266
-------
AEROSOL- ROTUNDA DRIVE
WAVELENGTH (MICRONS)
8 9 10 12 15 20
O.I
80.2
z
<
CD
CC
O
) extract
- C6H6 extract
1200 1000 800 600
FREQUENCY (cm"1)
Figure 12. Infrared spectra of benzene and oCl2 extracts of aerosol at
Rotunda Drive. These are from a Hi-vol sample collected 1517
EST 23 April to 1509 EOT 30 April 1973.
267
-------
DUSTFALL - ROTUNDA DRIVE
WAVELENGTH (MICRONS )
.8 9 10 12 15 20
ui
o
O.I
0.2
CD
OC
O
v> 0.4
CD
0.6
1.0
1.5
oo
4- (02 + oCl2) extract
extract
-L
1200
1000 800
FREQUENCY (cm"1)
600
Figure 13. Infrared spectra of benzene and oCl,,cf> extracts of dustfall 12
meters from the roadway at Rotunda Drive. This sample was
accumulated over the period of 21 March to 30 April 1973.
268
-------
SOIL- ROTUNDA DRIVE
WAVELENGTH (MICRONS)
.8 9 10 12 15 20
O.I
UJ
£0.2
<
CO
cc
o
to
m
< 0.4
0.6
T
T
i i n
extroct
I20O
IOOO
800
600
0.2
0.3
0.4
0.5
FREQUENCY (cm )
Figure 14. Infrared spectra of benzene and oClp^ extracts of soil at
Rotunda Drive. This was 20 grams from soil collected 1 meter
from the roadway 5 May 1973.
269
-------
1.51—i—i—i—i—i—i—i—i—i—i—i—i—i—r
1.0
ro
oc
CD
V)
0.5
i i i i
100 200
GROSS PARTICULATE
300
Figure 15. Airborne SBR vs. total participate concentrations at Rotunda
Drive. Line is drawn by eye (not a least-squares fit).
270
-------
lOO
50
o
a:
o
cc
ui
10
5
2
than 20y (aerodynamic diameter, -p ' d).
271
-------
I04
10s
E
a.
a.
10*
10
I ' I <"
KEY:
O • TOTAL SBR
i
0,+oCl,c£ Soihftt SBR
D • C«H, SmhJit SBR
Pb
2.
ROfcDWAY
ROAD ABOUT 19 METERS WIDE
V
I
I
intidei
o1 curve!
024
ipunlde
lot curve
10
DISTANCE FROM EDGE OF ROAD, METERS
Figure 17. SBR soil concentrations at various distances from the road-
way at Rotunda Drive. Dots on the inset, on a line normal
to the roadway, show the spots where the samples were taken.
The point 12-1/2 meters from the outside of the curve is next
to a paved turnaround area and probably should be ignored;
SBR was 20 ppm in soil 185 meters from the road. Dotted
curve shows Pb concentrations.
272
-------
U.Wf
0.06
0.05
o: 0.04
CD
en
^0.03
0.02
0.0!
n
II II
o
—
—
—
-
o
Roadway
II 1 i 1 i o i . 1 i A
10 0
inside
0 10
I outside
20
30
40
of curve of curve
DISTANCE FROM EDGE OF ROAD, METERS
Figure 18. SBR content of roadside topsoil 11/10/71 at various distances
from the high-speed "flat turn" of the Ford Motor Company
test track, Dearborn Proving Ground. Determined by infrared
spectra. Sum of SBR in benzene and oCl2 extractions.
273
-------
RUBBER DUST FROM THE NORMAL WEAR OF TIRES
Mark L. Dannis*
Abstract
Tires wear out in normal "use. Tread-rubber losses have been
studied to find out if the rubber abrades to particles, degrades to
an intermediate state., or oxidizes to volatile vapors and gases.
Particulate erosion seems to be the dominant mechanism.
Particles worn from tires were first collected on sticky panels
mounted under the car. The particles are not spherical, but approach
cylinders or sausage shapes as a limit. An isokinetic filter system
was later developed. The particles caught on filter plates were
examined, transferred to microscope slides, photographed, then
counted to obtain particle size distributions. Smooth distributions
were obtained, linear on logarithm of volume, cumulative probability
graphs. The geometric mean particle size is about 20\sm equivalent
diameter.
Special effort was devoted to a search for very small particles,
from about 1/2 to 3\an equivalent diameter. This is the diminishing
tail on the distribution curve. Very few of these particles could be
found.
Attempts were made to identify volatile emissions from a running
tire, using chromatographic techniques and a flame ionization detector
without success. Particular erosion seems to be the dominant loss
mechanism.
Tire dust particles have a high specific surface and are subject to
oxidation. Simple chemical oxidation is slow, but biochemical
oxidation at the soil surface under the combined influence of oxygen,
photoexcitation, and enzyme catalysis can be rapid, returning the
carbon content to the normal biological carbon cycle.
*Research Fellow, Research and Development Center
274
-------
INTRODUCTION
Background
Automobile and truck tires wear out. Recent reviews by Clark
(ref. 1), Schallamach (ref. 2), and others point out that frictional wear
and traction always accompany one another, but the relationship is
affected by the compounding of the rubber, the construction of the
carcass, the nature of the road surface, the speed of the car, and
other factors.
Very little has been published on the debris worn off the tire.
Tire debris is seldom visible during erosion or visible as accumula-
tion on the road. A few attempts have been made to look for tire
wear products in constricted traffic locations, such as tunnels,
where the ventilation system offers a convenient collection and
concentration system. Worn rubber can be identified chemically in
collected debris (ref. 3). However, the debris contains only minor
amounts of rubber contaminated by oil, exhaust fumes, and dirt from
many sources. Since indoor tests seldom match road performance and
since in many cases the abraded tire surface looks different from a
normally worn tire surface (ref. 4), the debris from accelerated tests
may not be representative of that generated at the road.
Cardina (ref. 5) has used the natural collection and concentra-
tion of debris by snowbanks along expressway routes to show that
rubber debris can be found and identified. The concentration of
rubber was low but unmistakable. Similarly, Pierson (ref. 6) collected
airborne dust close to a heavily traveled industrial highway and
chemically identified styrene-butadiene rubber (SBR), also at low
concentrations.
In this work4 we have tried (1) to collect debris worn off a
single tire in normal road use, (2) to characterize the losses as
to solids, vapors, or gases, (3) to find the effect of several
known tire-wear parameters on the generation of debris, and (4) to
determine the possible fate of that debris. In much" of what follows,
the term "tire dust" will mean "tire-wear debris."
275
-------
Estimates
A typical new passenger tire (G78-14) weighs about 11.8 kg (26 Ib).
Tread wear down to markerbar safety limits removes about 3.5 kg (7 Ib) of
tread rubber in a normal road life of 40,000 kilometers. This is
equivalent to an average loss about 90 mg/km over the life of the tire.
This average wear rate compares to a loss rate (ref. 2j of about 24
mg/km at 120 km/h (75 mph) in cruise driving, increasing to about 490
mg/km in cornering at 48 km/h (30 mph) at a 2° slip angle. Direct
measurements on the tires used in these experiments ranged from 60
to 120 g/1600 km, dependent upon both the tire itself and its position
on the car.
Since we attempted direct pickup of tire dust in road service,
we could expect sample sizes about 60 mg/km, even at the best. In
actual practice, we collected far less than this. As shown later,
we obtained what looked like reasonable aliquots, without ever
approaching a material balance.
Tire losses amounting to 87.mg/km seem small in magnitude. How-
ever, if one uses the estimate of 90 million cars on the road in the
United States (1970), each car driven about 22,500 km (14,000 miles)/yr,
the total tread loss amounts to 0.72 x 10^ kg/yr, (1.6 x 109 Ib/yr).
This amount of tire dust was a major fraction of new rubber
production in 1970, 1.6 x lo9 kg. The tread loss estimated above
includes carbon black and oil, so that the real rubber content is
about 60 percent of that indicated. Even so, roughly one. third of
all the new rubber produced in this country is worn off tires.
EXPERIMENTAL
Qualitative Demonstrations
Road collection. Tire dust can be collected during real road
service by mounting a sticky catchplate immediately downstream of
a tire. One such installation is shown in figure 1, mounted on a
front-drive car. Several factors prompted this initial attempt:
276
-------
Figure 1. Wheel Well and "sticky" catch plate.
(1) a conveniently located anchoring clamp was built into the car,
(2) normal driving torque provided for wearing abrasion, and (3)
availability.
Tire dust and associated road particles are generated during
"contact, then thrown back in a tangential pattern. The catch pad,
covered with glycol-wetted paper, is located midstream, but its
presence diverts the air stream and causes fractionation of particles.
Large particles have sufficient inertia to impinge on the pad; small
particles stay airborne as the wind sweeps across the surface and,
hence, are not found in their expected proportions. The accumulation
of debris on the catch pad was not uniform; rather, it was denser at the
bottom. The bottom of the catch pad frequently disappeared during test
runs, abraded off by simple erosion or lost abruptly during bumps. •
277
-------
Debris caught on the filter paper surface was examined under
the microscope, both in -situ and by transfer-mount techniques. The
debris was also washed off the catch paper by a water spray, concen-
trated on a'smaller filter pad, then analyzed chemically.
Identification. A photomicrograph of the debris caught this way is
shown in figure 2. The black irregular chunks are rubber particles worn
off the tread of the tire. Sand, silt, and other foreign matter are
also visible. Contrast can be sharpened, paper eliminated, and some
vertical concentration achieved by an Aroclor resin transfer technique,
as shown in figure 3. Both photos are at 150* magnification.
Particle sizes range from 100 to about 5ym, the "lower limit of
resolution for this system. Shapes range from "sausage rolls" to
rough spheres.
The irregular black particles are the tire-tread debris, identified
as follows: (1) They look like rubber particles obtained from laboratory
wear experiments. They are black, even at this small size, from the
Figure 2. Tire and road debris caught on sticky plate. Black
particles are rubber debris. Grit and cellulose are
also distinguishable.
278
-------
Figure 3. Tire debris transfered to Aroclor mount. Magnification
I50x. Sand and concrete are obvious.
reinforcing carbon content. (2) Individual particles swell in chloroform,
then deswell upon evaporation of the solvent. This proves that the
particles are not a soluble black tar. Only a crosslinked material
swells and deswells in this manner, i.e., rubber. (3) Individual
particles float in chloroform, while siliceous debris sinks. The
density of tread rubbers is about 1.18; chloroform, about 1.49, and
silica-rich materials, over 2. (4) Infrared spectroscopic techniques
affirm that SBR is in the collected tire debris. Agreement with
a sample cut from the tire is excellent. This particular tread is
an SBR compound without detectable amounts of either NR or CB blends.
The absence of these latter rubbers in the collected rubber dust shows
that tread dust from trucks or other modern cars is not a confusing
contamination from those sources. (5) Ignition about 450°-500°C leaves
a residue ranging from 50 to 80 percent. This agrees well with a visual
estimation of the amount of sandy grains, which have a density about
twice that of the rubber.
279
-------
Particle analysis. Particle size distribution of tire debris
affects subsequent reactions and disposal. Fine particles can
remain airborne, while coarse particles settle out, along with other
kinds of dust and dirt. Fine particles, with a high specific surface
area, would be expected to oxidize rapidly, while coarse particles
would oxidize more slowly.
While this tire debris collection technique is subject to
experimental criticisms and improvements, this sample was collected in
real service on the road from a moving car. Hence, despite limitations
these samples were measured, and particle sizes were counted to get a
distribution microscopically.
The volume in apparent mm3 was computed for each particle.
Particle size counts were made and summarized in logarithmic cell-
size ranges, each double its predecessor. At 150x magnification,
1 mm3 apparent volume is 295 mm3 real volume. Since the particles are
sausage shaped, an "equivalent diameter" is defined as the diameter
of a sphere having the same volume.
Particle size distributions for three runs are presented in
figure 4, on log volume, cumulative probability coordinates. Partial
identification is listed in table 1.
Several tentative conclusions can be drawn from this qualitative
presentation. (1) Tire dust in the size range 5 to lOOym equivalent
diameter can be found in actual road wear experiments. The geo-
metric mean particle is about 25um equivalent diameter. (2) Collection
efficiency is low. The quantities caught were about 1.9 mg/km,
Table 1. Identification of runs in qualitative demonstration
Distance, Speed,
Run Road miles mph
634B 1-271 NE
634C 1-77 S
634D 1-77 N
3.9
5.8
5.4
60
60
44
Particle
count
51
75
97
Amount Rubber Wear
collected, content, catch,
mg mg mg/mile
49
92
77
12
23
19
3
4
3.5
280
-------
14
12
10-
8
150
100-
80
! SO-
40
li! 30-
§20^
'I
I
I0[-
8-
0-
-4I_
6-
5-
4
3
_L
J L
I I I
X
10 20 50 80
CUMULATIVE PROBABILITY %
95
99
Figure 4. Particle-size distribution of tread debris from sticky plates.
compared to a computed average wear rate about 31 mg/km on this small
car. In addition, the collection plate system tends not to collect the
finer particles. (3) Particles below lOum equivalent diameter are
relatively sparse. Particles below 3ym were not detected. (4)
Improved technique of collection and improved particle size counts
are required in order to define the distributions better and the way
they vary with speed and load.
Quantitative Experiments
An improvement tried next involved a vacuum filter system in
which air was drawn through a glass fiber filter to capture the
particle.
281
-------
Figure 5. Close-up of modified filter system. Center!ine pick-
up 2 in off road. Vacuum cleaner mounted in trunk is not
visible here.
Revised techniques. It was ultimately realized that air entered
the front orifice of the collection duct at a ram-velocity faster
than the vacuum pump could pull it through the filter. Excess air
circulated around, then spilled out the sides, carrying with it
part of the road debris. While the portion caught on the filter
may be a true aliquot, such an assumption could not be proven. Roughly
only 1/20 of the air that enters the front can be pumped through the
filter.
Use of a small orifice about 2 x 4.5 cm was a simple way to achieve
isokinetic sampling. The modified pickup and filter system is shown
in figure 5. This is a rear-wheel installation on a conventional
sedan.
Road runs were continued on Interstate 77 near Brecksville,
Ohio. The restricting orifice resulted in smooth uniform distri-
butions of debris over the filter, but lowered the amount encountered
and retained. Hence, only the particle size measurements were made.
Transfer slides were made, photographs taken, and particles counted.
Distributions are plotted as figure 6.
282
-------
12
10
8
3?6
CM
§
4
2
0
-2
ISO
- KX>
80
»60
§
o
~ i 40
£30
a
£20
UJ
- j
$
^y
O^X
Sf
^fa X
^^
//
//
No. 656 )G/
WOffrW 50 flip* — •gy
^ No. 657
ox«t SOWTH 60mp»
°xS
/^
O/^
^x
X?^ AMBASSADOR RT. REAR
^y* F 70-14 BIAS PLY
°^V 1 1 1 1 1 1 1 I II 1
5 10 20 50 80 96 99
CUMULATIVE PROBABILITY %
Figure 6. Particle-size distribution of tire rubber debris,
"isokinetic."
Note that the eccentricity or sausage shape of the particles
does not enter into this discussion. While many of the rubber
particles are three to four times as long as wide, this information
has not been used as yet.
The particle size distributions shown in figure 6 are linear
within reasonable estimates of experimental error. This means that
the log size distribution is Gaussian. This happens also to be
283
-------
a common or widely encountered distribution for chip sizes in grind-
ing and crushing operations. The analogy may be coincidence, but
does offer some confidence in experimental procedures. This dis-
tribution has been reported for airborne particulates collected in
"dirty air" exposures, although much smaller particles are involved
(ref. 7).
The use of the log scale on the ordinate axis modifies some of
the statistical treatments normally derived from the use of the
probability-paper scale (ref. 8).
The midpoint or "half-life" value defines a geometric mean
anal-ogous to the simple arithmetic average. Similarly, the geometric
dispersion replaces the standard deviation a.
The geometric mean particle has an equivalent diameter about
12 vim. Particles ranging from half that diameter to twice that,
i.e., from 1/9 to 9x that volume, are within one dispersion unit,
or total about 2/3 of all the particles encountered. Particles
having more than -2g' dispersion, i.e., having equivalent diameters
less than 3 ym, are statistically rare, less than 1 percent. In a
physical sense, this implies ttiat their concentration is so low
as not to be important.
While separate lines, i.e., curve-fitting operations, were
drawn for runs 656 and 657, the dispersion of the data does not
justify it. The same particle size distribution, within experimental
error, -is obtained at nominal 80 (50 mph) and 97 km/h (60 mph)
cruising speeds. The amount eroded off at the higher speed is
larger, but the particle size distribution is the same. As,
shown later, a wider range of speeds (77-105 km/h), is needed to show
a significant change in the size distribution.
This discussion on distribution needs additional emphasis. The
distribution curves- are based on number fraction. The larger sizes
account for most of the weight lost from the tire. A single large
particle weighs more than a small particle by the ratio of cube
of the equivalent diameter. A particle having a dispersion +gt
or 2.1* the mean, 12 ym, has a volume nine times the mean. Similar-
ly, the .small particle at -g or (2.I)-1 x the mean has a volume
284
-------
Figure 7. Tire debris photo micrographs @ 350*. Particles labeled D
are dirt on the lens. Particles labeled S are road silt
or silica. Particles R may be rubber. No small black
particles less than 2ym diameter can be identified.
roughly 1/9 the mean. These large and small particles then compare
about 81 to 1, both volume and weight. In the opposite sense, a
few small particles have negligible weight. .
Mjcron size particles. Thompson (ref. 3) implies that small
airborne rubber particles might be small enough to escape nasal
filtering and hence could enter the lung structure. He states that
particles above about 5ym are efficiently filtered in the nasal
passages and should not cause any health problems.
Therefore, the importance attached to rubber particles having
an effective diameter less than 3jjm has required more than a
statistical search for their presence or absence on the microscope
slide. In one particular experiment, slides, used in the counts
of run 657, were reexamined both at high dry magnification and in
285
-------
oil immersion to look for particles too small to be easily visible
at the 150x magnification, which was used routinely. In figure 7,
two photomicrographs are presented showing many artifacts, which
could be eliminated by various tests to leave on each slide one
particle which might be rubber. Even so, these are within the
range expected or extrapolated from the co.unts at larger sizes.
If small particles of tire rubber do exist, this technique does
not catch and identify them.
For improved technique and a better experiment, a Mi Hi pore
filter was installed in the vacuum line to sample part of the air
stream. The regular glasscloth filter described earlier was used
as the roughing filter, backed up by a Mi Hi pore filter with a
nominal port size 0.45ym diameter. The residue on the Mi 11ipore
filter was examined directly in order to avoid problems of losses
in transfer. Particles from the glass-cloth filter are shown in
figure 8 at low magnification, emphasizing the sausage-shaped
particles. Figure 9 shows the rough surface of the larger particle
at higher magnification, showing also that road silt is imbedded
in or associated with the rubber.
Figure 8. S.E.M. @ 50x on initial filter.
286
-------
Figure 9. S.E.M. @ lOOOx, detail of large grain of figure 8.
A particle caught on the Millipore filter is shown in figure
10. This has a read size about 3x2x2 ym3. This was an isolated
particle and the smallest one found, but fairly typical in other
respects. The surface does not closely resemble that of the "rubber
sausage"; whether this is a tire-dust particle is not certain.
However, very few particles of this size or smaller can be found.
Hence, the concentration of small rubber particles, 3ym and below,
is below present limits of detection.
Effect of road variables. A wide range and variety of road and
tire variables affect the wear of tires and, presumably, the particle
size distribution. These experiments have been run under conditions
to minimize changes and were accordingly confined to a short stretch
of interstate concrete highway in order to standardize that condition.
Road surface affects tire wear rate (ref. 2} and would be expected
also to affect particle size distribution. It does.
Experimental investigation of this suspected effect was tried
in a set of three runs, labeled 672A, B,and C. The data are present-
ed in figure 11.
287
-------
Figure 10. S.E.M. @ 5000*. This is a single grain on
0.5m diam. mi 11ipore filer.
5 10 20 50 80
CUMULATIVE PROBABILITY %
95 99
Figure 11. Particle-size distribution of tire
rubber debris.
288
-------
The curves of runs 672A and 672B, on concrete, are linear and
have the same slope or dispersion as run 656 of figure 8. The
deviation from linearity of 672B at the upper end of the scale is
due to a few large particles which may be agglomerates. The mean
values of runs 672A and 672B differ slightly from the mean of run
656, figure 7, as shown in table 2.
Since runs 672A, B, and C involve a different tire than the
runs 656 and 657, several variables have been changed. However, note
that the dispersion g on concrete is remarkably constant in these
four runs.
The relationship for run 672C on asphalt, shown in figure 11,
suggests a different collection and/or wear mechanism. Not only
was the distribution different, but the amount collected was less
than on concrete.
Note that the particle size curves in figure 11, run 672C,
show an abnormal amount of the large particle sizes. This is not
a bimodal distribution, but it is a skewed curve distinctly different
from the log-normal distributions obtained from concrete. The amount
and size distribution of tire dust that is collected from an asphalt
road is different from tire dust collected on a concrete road. This
situation requires further investigation.
Table 2. Statistical constants from particle size experiments.
Run
656
657
672A
672B
672C
Speed,
mph
50
60
45
65
65
Mean
Z50
2.7
2.4
5.2
4.0
1.0
apparent volume
V50
6.50
5.27
37
16
2.1
g
9.20
9.20
9.4
9.2
6.6
Mean equivalent diam.
x50,um
12.4
11.6
22.3
16.8
8.4
(Asphalt)
289
-------
Figure 12. View of emmisions probe at right rear wheel of car.
Partial summary. Tire dust is generated in larger amounts at
higher speeds, but the mean particle size is smaller. The effect of
asphalt as a road surface changes both amount and distribution of
tire dust particles.
Gaseous emmissions.* Tires, in normal wear, abrade against the
road surface to generate dust and debris that can be caught on a
filter and measured. Tires may also evolve gases and vapors either
by direct emission or from oxidation mechanisms. An attempt was
made to find such, without success. This negative result is important.
Tread rubber is a hydrocarbon compound subject to oxidations
low-temperature pyrolysi's, volatile emission of low molecular weight
fragments, and other related emission mechanisms. Witji appropriate
sampling and modern sensitive instrumentation, hydrocarbon emissions
in the range of parts per million in the surrounding air should be
detected. While hydrocarbon concentrations in the atmosphere near
a car are easily detected and measured, incremental gains above
this level in the region of the tire are too small to be measured.
One experimental arrangement is partly shown in figure 12 and
diagrammed in figure 13. A portable gas chromatogrgph with a flame-
ionization detector was carried in the car. Gas samples were pulled
from just behind the contact area of the tire and from several nearby
comparison locations. Engine exhaust was also sampled.
290
-------
Figure 13. Schematic of Volatile Emissions experiment. ST, Stainless
steel tubing pickup downstream from tire. GC portable
gas chromatograph. P, positive displacement
pump.
In one run, chromatographic separation was attempted, unsuccess-
fully, using a packe3 column. In later runs column fractionation was
eliminated to gain greater input sensitivity. Instrumental or
background response to gases pulled from the air either ahead of or
behind the tire gave a signal equivalent to 3 to 5 ppm of hydrocarbon,
depending upon local conditions, i.e., moving or stopped car, engine
running or dead, direction of breeze. In no case was there an obvious
difference before or after tire contact. Exhaust emissions were
large, on the order 50 to 150 ppm, and changed as expected with
warmup, idle, and cruise conditions.
In summary, since every other check showed that the equipment
was operating properly, the results should be believed. Gaseous
hydrocarbon emission from normal tire usage is too low to be measured.
291
-------
Since no measurable hydrocarbon emissions could be detected, and
since oxygen is absorbed within the structure of the rubber (ref.
9), not evolved as CO2 or H20 until very late stages of oxidative
breakdown, particulate erosion of the tire tread is the only im-
portant loss mechanism.
RESULTS AND DISCUSSION
Dispersion, Degradation, and Disposal
Dispersion. Tires wear out, generating tire dust. This seems
to be the dominant mechanism, since volatile hydrocarbon emission
cannot be detected. Since total tread loss is estimated about
5 * 108 kg/yr into particles with mean effective diameter about
20 ym, one would expect to find tire dust everywhere. However,
experience shows that this is not so.
If the tire dust were spread uniformly over the 6 x 106 km
of highway in the continental United States (in 1970) (ref. 10),
average width about 7.5 m, the concentration of rubber would be
about 1.6 x 10"3 kg/m/yr. Such amounts are not seen except in skid
marks, which disapear within weeks or months.
A tire-dust particle with an 18 ym diameter will have a Stokes
Law settling velocity about 1 cm/sec. This size particle is fairly
^' <• , •
close to the mean equivalent diameter Ijsted in table 2. Particles
near this size are easily aerodispersed by air currents around
moving cars.
Tire-dust particles should be airborne, but settle out slowly
down wind. Rubber concentrations should be identified both airborne
and on the ground, as shown by Pierson (ref. 6) and Cardina (ref. 5).
Dirt samples from the berm of Cleveland Massillon road in Brecksville
showed detectable SBR content by infrared techniques. A portion of
the spectrogram is reproduced in figure 14. The peaks are not large,
but easily recognizable. Comparisons on soils a hundred meters
from the road showed no infrared absorption relatable to rubbers.
Degradation. Oxidation of rubbers by chemical and/or physical
mechanisms is well known to rubber technologists. Oxidations of rubber
292
-------
WAVELENGTH (Microns)
9 10
12
0.0-
0.2
CO
z
UJ
o
0.4
0.6
0.8
1.0
T
I
TRANS
METHYLENE
I
I
I
1300 1200 1100 1000 900
FREQUENCY (cnT1)
STYRENE
800
700
Figure 14. Infrared identification of SBR residues in road-
side dirt.
293
-------
should be discussed in several categories called (1) initial, (2)
intermediate, (3) extensive, and (4) complete oxidation. Initial
oxidation (l)'is related to the addition of oxygen to the dienic
structure, without appreciable evolution of CO2 and with distinct
changes in physical properties (ref. 11). Intermediate oxidation
(2) involves the evolution of some CO2 and H20, with extensive
physical degradation of the rubber but without significant evolution
of volatile fragments in the C4 to C10 range. Extensive oxidation
(3) results in well-defined fragments split out of NR rubber, such
as methanol, acetaldehyde, and levulinaldehyde in stoichiometric ratios
to CO2. Extensive oxidation of SBR gives a wider range of products
ranging from CO2, formic acid, acetone, acetaldehyde to a group of
3- and 4-carbon oxidized hydrocarbons (ref. 12). Complete oxidation
(4) is combustion and results in metal oxide and sulfate residues, and
CO2 and H20.
Initial oxidation of tread dust by direct chemical and/or
photo-induced oxidation mechanisms is relatively slow because of the
low temperatures in soil, 15° to 30°C. Compare this to temperatures
measured in the tire, -50° to 125°C and above, depending upon location
in the tire and severity of service. The lowered temperature range
more than compensates for the high surface area of the tire dust.
Antioxidants used in the tire are still found in the tire dust,
affording some protection to the rubber. Even so, oxidation-rate
measurements on ground tire tread were attempted in this laboratory
with an improved oxygen absorption apparatus (ref. 13).
No detectable oxidation could be measured at room temperature
after 168 h or at 40°C after 264 h. At 100°C, "Normal but slow"
oxidation rates could be measured. This can be expressed as roughly
a 5-year period for half the rubber to be oxidized. A half-life
of 5 years at 100°C means much longer life at ordinary temperatures
if simple oxidation is the only degradation mechanism.
Ozone attack on rubber is more severe than simple oxidation.
However, ozonolysis of the rubber in the soil is not expected be-
cause cellulosic materials and residues are so reactive toward
ozone that no ozone would reach the rubber dust.
294
-------
Hence, the elimination of tread dust in the soil by ordinary
chemical and/or physical oxidation is slow reaction. This statement
is supported by extensive experience with rubber jackets on buried
cables and other underground usage where deterioration and damage
is traced to rodents, insects, and fungi (ref. 14). Oxidation is
not important in comparison to greater damage caused in these other
ways.
If chemical oxidation is not important as a mechanism for
' eliminating tire dust, one should consider biooxidation, biodegrada-
tion, and biological utilization. Biodeterioration, biodegradation,
and metabolic transformation are progressively more severe steps
in the biological decomposition of organic materials. In this
discussion, biodeterioration is the loss of any measurable physical
property without appreciable loss of mass or change of form. Biode-
gradation is related to a major change in chemical structure, a
decrease of molecular weight, and extensive change in physical
properties or in form. Metabolic utilization is the use of part
of the carbonaceous content as oxidation to CO2 and simultaneous
synthesis of hydrocarbon residues into growing cells.
Depending upon circumstances of exposure and upon the micro-
flora encountered, rubber compounds cover all extremes from ready
susceptibility to extreme resistance. Heap and Morrell (ref. 15)
have pointed out the confused and sometimes contradictory evidence
presented in the literature. Various authors not only use different
techniques of evaluation, but establish different criteria of failure.
Hence, in this investigation it was considered sufficient to show
that SBR compounds can be biodegraded under lab conditions. Rigorous
proof that SBR compounds are extensively biodegraded in soil conditions,
i.e., in natural exposure, has not been attempted.
A major factor contributing to confusion in experiments and
reports on the biodegradation of rubbers is the biocidal activity
of mercaptobenzothiazole, TMTD, and related compounds (ref. 16).
Accelerator residues inhibit biodegradation until they have been ,
depleted below critical limits by aqueous leaching or other chemical
reactions. Thus, the same initial compound could be described as
295
-------
nondegradable by short time tests, and extensively degraded in
longer exposure or in more severe environments.
Natural rubber latex, smoked sheet, and vulcanized compounds
are rea'dily attacked by a variety of bacteria and fungi (ref. 15,
17-19). One variety of streptomycetes has specifically adapted
to rubber latex, readily consuming it as its sole source of carbon
(ref. 20).
SBR and its compounds are slowly attacked by many of the bacteria
and fungi that degrade NR compounds. Recently, Nickerson (ref. .21)
identified several fungi grown on OESBR compounds'and also described
extensive biooxidation of the rubber crumb.
Several laboratory experiments on biodegradation of tread rubber
have been attempted. A variety of molds not fully identified were
grown on shavings obtained from tire-trueing machines in current
production. Growth of molds was obvious after about 10 days.
A wide variety of molds can be grown on rubber chips and particles,
given appropriate conditions. Mold growth on the rubber is obvious;
mold growth at the expense of the rubber was not demonstrated con-
clusively. Extender oils, ^antioxidant waxes, stearates, and/or other
ingredients could provide nutrition either preceding or accompanying
degradation of the rubber. Cometabolic utilization is a common
occurrence, i.e., a fungus or bacteria uses one chemical as a food
or energy source, but secretes enzymes that attack or degrade other
nearby materials. In turn, another species of fungus uses those
"predigested" products in its own growth cycle, often making byproducts
useful to the first fungus. Hence, fungal growth of any kind is evidence
of bioattack, probably on the rubber, but not proven by this simple
demonstration.
A different experiment was tried in order to look for chemical
evidence of biodegradation. Perfusion reactors, as shown in figure
15, were set up with different rubbers and innoculates. A perfusiorr
reaction is a perculating diffusing system. The mineral content
and available carbonaceous material, i.e., the rubber, make up a
nutrition system that favors the growth of particular bacteria.
These bacteria concentrate in the system, growing faster than other
competitive species.
-------
Figure 15. A battery of perfusion reactors, 300 and 1000 ml sizes.
Microscopical examination of the aqueous fluid showed a wide
variety of bacteria active and mobile. Photography of the live
cultures has been attempted without success. Photomicrographs of
stained, fixed bacteria were obtained to show that bacteria can
grow in the presence of rubbers.
Degradation of the rubbers aged in the perfusion reactors
can be shown by chemical analysis of the residues after exposure
of 30 or 60 days. Reactor experiment No. 4 was charged with a natural
rubber tread stock, ground to about 100-mesh sieve size. Changes
in the infrared curves in the 6pm region related to oxidized struc-
ture of rubber are shown in figure 16. The original curve shows
only a trace of structures related to --C--0 in acid, aldehyde, and
ketone structures. After bioexposure in the perfusion reactor
at 30 and 60 days, greatly increased adsorption in this region is
evident, together with a smearing of the infrared peaks. This
loss of detail is ascribed to a range of partly oxidized local
structures differing in neighboring side groups. First, this gain
in oxidative structure is much larger than expected from simple
chemical oxidation at room temperature under these exposure condi-
tions. Quantitative extimates of this large gain cannot be made
297
-------
0.0-
z
UJ
o
04-
06
08-
10-
I 5
WAVELENGTH (Microns)
6 7
1900
1800
1700 1600 1500
FREQUENCY (cm-')
1400
1300
Figure 16. Infrared spectra showing changes in oxidized structures
in an NR tread compound during perfusion exposure.
because of many complicating and poorly controlled factors. Second,
laboratory records kept during the preparation of these spectra showed
that the solubility of the rubber had been altered. The samples
aged 30 to 60 days were very soluble in o-dichlorobenzene and did
not precipitate normally when diluted with methanol. This proves
a decrease in molecular weight, along with a change in chemical
structure.
Biochemical oxidation and degradation have been demonstrated
in the laboratory only.
Similarly, reactor No. 5 was charged with an OESBR/CB tread
compound, obtained from a knife-type trueing machine. Changes in
infrared structure indicative of oxidation are shown in figure 17.
These are similar to but smaller than those shown in figure 16
for the NR compound. The same biooxidation occurs; the rate is
lower. The same increase in solubility was also noted, but this too
was smaller than in the NR comparison. This demonstrates biooxidation
without distinction between bacterial and fungal agents.
298
-------
o.o,
02
UJ
o
04
06
08
I 0
I 5
WAVELENGTH (Microns)
6 7
I I
I
1900 1800
1700 1600 1500
FREQUENCY (cm*1)
1400 1300
Figure 17. Infrared spectra showing changes in oxidized structures
in OESBR/CB tread compound.
Figure 18. Photomicrograph @ 30x: mold on tread rubber grindings.
299
-------
In a later experiment, the difference between bacterial growth
and fungal growth was inadvertently demonstrated. Reactor 697,
charged with grindings from the OESBR/CB tread compound showed little
evidence of bacterial growth in the circulating liquid in 30 days
perfusion aging. Analysis via infrared techniques showed very little
oxidized structure at that time. The reactor -contents were emptied
into a jar, which was set aside while other experiments were run.
After 2 weeks' rest or incubation at room temperature, the contents
of the jar were covered with mold. Direct growth on the tread
rubber grains is evident in the photomicrograph of figure 18. Section-
ing, staining, and further microscopical inspection were tried in
order to show penetration of the tread granule by mycelium of the
fungi. Evidence of such penetration was obscured by the carbon
black content and cannot be reported conclusively. However, since
mycelial penetration into transparent polyester urethanes has been
observed; similar behavior is suspected here. Note that fungal
growth did not occur in the circulating perfusion reactor. Extensive
growth did occur when the moist rubber was left undisturbed.
Previous sections have presented evidence that rubbers are
subject to biooxidation. The extender oils in rubbers are also
susceptible, probably more so than the rubber itself. The direct
utilization of carbon black has also been known for some time.
"In 1908 Porter observed that aerobic soil bacteria, especially a
coccus, which was obtained in pure culture, slowly oxidized amor-
phous carbon in the form of charcoal, lampblack, coke and peat...."
(ref. 22).
Recapitulation. Tire dust generated at the road is dispersed
by air currents around the car and settles out on the surrounding
landscape. These particles oxidize very slowly in simple, well-
known oxidative reactions. However, in the soil they can be bio-
oxidized, degraded, and decomposed by a wide variety of bacteria
and fungi. Under appropriate conditions in moist soil, the rubber
dust is extensively degraded and altered within months. Under un-
favorable conditions for decay, residues (and relics) can be pre-
served for decades (ref. 23).
300
-------
Material Balance
The experiments in which tire dust was caught were all experiments
of low yield. The amounts recovered were on the order of 2 to 3
mg/km. The low collection efficiency is easily rationalized. The
geometry of the pickup aperture is sketched in figure 19, suggesting
that only a fraction (4.5 percent) of the "dusty area" is sampled.
A correction for this low efficiency gives an indicated loss about
45 mg/km.
A distinct improvement would entail a read road run with a
t
complete material balance. Considerable time and effort have been
spent trying to design such an experiment, but without success.
Innocuous Dust
While the particle-size distributions vary with speed and road
conditions, only very few particles below 3ym effective diameter
were found. Additional search effort to identify these particles was
unsuccessful. Airborne particles 5mm and above are efficiently
filtered out of human respiratory systems in the nasal passages.
Particles about 2ym escape nasal filtering, could enter the lungs,
and be retained by alveolar deposition according to Thompson (ref. 3).
However, particles of this size were not found and seemingly are not
generated.
SUMMARY
Tires wear out in normal use. Tread rubber losses have been
investigated in order to find out if the rubber abrades to particles,
degrades to an intermediate state, or oxidizes to volatile vapors
and gases. Particulate erosion seems to be the dominant mechanism.
Particles worn from tires were first collected on sticky panels
301
-------
APERATURE
VACUUM FILTER
I 1 I*11 -J IAH
I 3/4 x 3/4
"SHADOW" AREA
c" /%"
5 x6
Figure 19. Schematic showing aperture for tire dust sampling
compared to visual "shadow" of the source.
302
-------
mo^.ued under the car. The particles are not spherical but approach
cylinders or sausage shapes as a limit. The particles range from
about 0.1 mm equivalent diameter to a few microns minimum, in accord
with the Schallamach description of tire abrasion.
Later an isokinetic filter system was developed. The particles
caught on filter plates were examined, transferred to microscope
slides, photographed, then counted to obtain particle-size dis-
tributions. Smooth distributions were obtained, linear on logarithm
of volume, cumulative probability graphs. The geometric mean particle
size is about 20\i equivalent diameter. The curve is sharply peaked
on its log scale.
Special effort was devoted to a search for very small particles,
from about 1/2 to 3 ym equivalent diameter. This is the diminishing
tail on the distribution curve. Very few of these particles could be
found.
Attempts were made to identify volatile emissions from a running
tire, using chromatographic techniques and a flame ionization detector,
without success. Since hydrocarbon loss as a vapor from tires is
nil, particulate erosion is the dominant loss mechanism.
Tire dust particles have a high specific surface and are subject
to oxidation. Simple chemical oxidation is slow, but biochemical
oxidation at the soil under the combined influence of oxygen, photo-
excitation, and enzyme catalysis can be rapid, returning the carbon
content to the normal biological carbon cycle.
ACKNOWLEDGMENTS
This paper is a contribution from the Research Laboratory of
the B. F. Goodrich Company. Contributions of several of my coworkers
are acknowledged as follows: A. Veith on tire wear; P. Zakriski for
chromatographic analysis; H. Diem for infrared analysis; J. Gianelos
for X-ray tracer analysis; R. Smith for scanning electron microscopy;
and P. R. Petroff for miscellaneous, extensive, mechanical help.
303
-------
REFERENCES
1. S. K. Clark, (ed.) NBS Monograph 122, "Mechanics of Pneumatic
Tires," United States Government Printing office, Vol. C13,
No.44 (Nov. 1971), p. 122.
2. A. Schallamach, Rubber Chem. Techno!., Vol. 41 (1968), p. 209.
3. R. N. Thompson, Vehicle Tire Rubber as an Pollutant. University
of Oklahoma, thesis, University Microfilms, Inc., Ann Arbor,
Michigan, 1966.
4. J. P. Subramini, Participate Air Pollution jfrom Automobile Tire
Tread Hear, University of Cincinnati, Thesis, 1971.
5. J. A. Cardina, Rubber Chem. Techno!., Vol. 46 (1973), p.232; Ibid..
Vol. 47 (1974), p. 1005.
6. W. M. Pierson, (in preparation).
7. R. E. Lee, Jr., Science, Vol. 178 (1972), p. 567.
8. J. R. King, Probability Charts for Decision Making, Industrial
Press, N.Y., 1971, Ch. 9 and 10.
9. J. R. Shelton, Rubber Chem. Techno!.. Vol. 45 (1972), p. 359.
10. 1973 World Almanac, p. 447.
11. J. I. Cuneen, Rubber Chem. Techno!., Vol. 41 (1968), p. 182.
12. E. M. Bevilaqua, J. Polymer Sci.. Vol. C24 (1968), p. 285.
13. R. A. Krueger, J. Appl. Polymer Sci., (in press).
14. R. A. Connoly and coworkers, Bell System Tech. J.. Vol. 51 (1973)
p. 1.
15., W. M. Heap and S. H. Worrell, J. Appl. Chem., Vol. 18 (1968),
p. 189.
16. J. G. Horsfall, Principles of Fungicidal Action, Chronica
Botanica Co., Waltham, Mass., 1956, Ch. 12.
17. F. Rodriguez, Chem. Tech.. Vol. 2 (1971), p. 409.
18. J. N. Turner, The Microbiology of Fabricated Materials, Little,
Brown & Co., Boston, 1967.
304
-------
19. W. D. Stewart, R. A. Crawford, and H. A. Miller, India Rub. World.
794 (March 1953).
20. R. Y. Stanier, M. Donddorff, and E. A. Adelverg, The Microbial
World, Prentice-Hall, 3rd ed., 1970, Ch. 21, 1. 682.
21. W. J. Nickerson, ACS Meeting, N.Y., August 27, 1972, Paper No.
Micro 002, August 27, 1972.
22. J. R. Porter, Bacterial Chemistry and Physicology, Wiley & Sons,
1946, Ch. 8, p. 796. '
23. M. Alexander-Cornell University, "Nonbiodegradable and Other
Recalcitrant Molecules," A rough draft for Bacteriological
Reviews, 1973.
305
-------
DISCUSSION
Following papers presented by Dr. Pierson and Mr. Dannis
DR. PIERSQN: I guess the main comment I want to make concerns Mark Dannis1
allusion to the size, when he said that there is nothing smaller than
3 microns by mass. The work that we did, as I mentioned already,
shows that in a severe situation most of the particles are indeed '
larger. In a mild-wear situation we had 60 percent of airborne
rubber by mass less than 1.1 micron, and I point out that the mild-
wear situation I am talking about is very similar to the mild-wear
sftuation Mark was talking about. He mentioned a 45- to 65-mile-an-
hour cruise. I did want to state the disagreement on this point,
though I am not saying what the answer is. Other than that, it looks
as if we prepared the same ground and are in pretty good agreement.
I was glad to see that somebody was looking into the question. Once
you have asked the question, "Where does the rubber go?" - the answer
is, "Most rubber ends up in the soil." Then the next question is
"What happens to that?" And I wouldn't get into that question at
all. He did, and I think that at the present time it is the impor-
tant thing to do.
[See supplementary comments by Dr. Pierson following the present discussion.]
DR. PIERSON: I had a couple of questions, Mark. Does anybody know yet what
happens to the bacteriological degradation products themselves?
Second, have you actually measured what was worn off the tires?
Maybe you can conjure up a way to get a collection efficiency; that
would be a nice way to tie the whole thing down. I wonder if you
tried to do that?
MR. DANNIS: I'll try to answer the second question first. Yes, I did make
the collection efficiency. We got a couple of friends and I drove the
car 55 miles an hour for 700 miles to get the wear loss on each wheel.
It is necessary to drive that distance because under loaded conditions
and steady cruise the wear loss is only 30 grams per thousand miles.
This is the direct weight measured on the whole tire—30 mg—3 grams
per 1,000 miles is 30 mg a mile. Our average collection of rubber is
between 4 and 5 milligrams per mile in pickup exposure.
306
-------
Efficiency then is on the order of 7 to 10 percent and the
aperture that I used, based on some type of pickup area where most
of the rubber'can be found, is at that same order of magnitude. I
first only believed it was well above 90 percent of the total wear
of the tire coming off as particulates. The rumber may be as high
as 99 percent, but I am going to be conservative and say well above
90 percent.
Regarding the first question, "What happens to the material in
the soil?" - I have been very impressed as a newcomer in soil micro-
biology. If you can get right on the action in the laboratory, you
can prove it in the soil. I believe the rul^er is first partly
-degraded to a humus or to a humic acid that has very beneficial effects,
There are some publications that appear in agronomy journals
and show that the use of ground rubber improves the tilth in culti-
vation of dense clays, if it permits passage of water, and improves
the texture of sandy soil that was so porous that the water passed
right through.) Coleman Ward, down at Mississippi Experimental Station,
has grown golf greens on a mixture of sand and powdered rubber.
DR^PIERSON: We don't know whether we can take the rubber to completion,
do we? Are there lines that we can use in respect to that use?
MR. DANNIS: The mere fact that we have a tilth improvement and do find a
humus or humic action polymer-cementicious material, means that the
action does not go to C0?- I guess it is a residual hydrocarbon.
But how long this lasts, I don't know.
CHAIRMAN McCQRMICK: I would like to pose a question to either of these two
panel members, perhaps a two-part question: Have either of you looked
for volatiles rather than particulates, and if you have, have you made
any attempt to identify the quantity? I raise this question because
it has been suggested, as long as 15 or 20 years ago, that trace
quantities of such volatiles as benzopyrene—which is a known human
carcinogen—resulted from tire wear. Certainly it is also known that
benzopyrene is present in our urban atmosphere, though whether it
comes out of the exhaust pipe or from other sources has never been
tied down completely. But at least it has been suggested that tire
wear might be perhaps one source. Have you looked for it?
307
-------
DR. PIERSON: You are not talking about a large part of the material
balance. While we have shown nearly all the material comes off in
particulates, we still haven't answered your question yet. Y*ou
answer it.
MR. DANNIS: No, I haven't looked for a polymer, i nave had hydrocarbons
coming from the gas phase.
CHAIRMAN McCORMICK: I did; I had help again from Kriskey. We literally
cooked some rubber on a hot plate and were trying to examine the
vapors; we couldn't find anything. We came to, the conclusion that
the nose is more sensitive than our results. We just got a charac-
teristic odor of burning rubber; that was easily identified.
DR. CARL A. NAU (Texas Tech University, Lubbock, Texas): I take it that
all of us here are interested in the health aspects of the rubber
particulates, and on this basis I would like to make a few comments
based on studies I was involved in over a period of 8 years. We
started in 1964. We collected material in the Holland-Lincoln
tunnel and in indoor parking areas. We were never able to collect
any particulates in ambient air. (I appreciate very much the papers
this morning.) We wanted enough material so that we could expose
primarily the rhesus monkeys to rubber particulate in the air that
they were breathing. You know by this time that I feel that environ-
mental factors can adversely affect human health. How do we get
'enough of the particulates?
We went to the Bureau of Standards where they have, or did have,
abrasion testing machines that they could run. We got one with
various angles and one with various pressures on the road and they
rated the tires, but we then discovered that they had dusted the
road with talc. Now we had tire dust with talc, which we didn't
want. So we wasted a lot of money to get this.
Then we went to the tire recap places and got the abrasions.
We were able to get the help of the Cabot Research people in Boston.
We shipped them this abrasive material and they froze it with liquid
nitrogen and micronized it. We got a significant amount of material,
•less than 5 microns in diameter, which we used for inhalation studies,
308
-------
Then we used guinea pigs and rhesus monkeys for 8 years, the
monkeys over 8 years, the guinea pigs for their lifetimes. We found
that we had a lot of trouble with guinea pigs because they huddled
together and put their noses in each others fur; this served as a
good filter. That shows you how we have methods of protecting
ourselves, just as the animals do.
We also found from our monkeys that the cleansing potential of
the monkey pulmonary system was fantastic. We couldn't get rubber dust
into the monkey lungs, but we thought we ought to get in. It either
went in and out or the cleansing mechanism was quite good. We did this
over an 8-year period of time, 7 hours a day, 5 days a week, and we
used high concentrations (I'm afraid to mention numbers, but I think
in terms of 0.6 of a milligram per cubic foot). We never published
this; it was in '64. I made some trips to Akron and to New York to
elicit some interest in our proposed study. It was ineffectual and 1
could not arouse any interest in it. So we went on our own, because
some of the people who were talking about air pollution--! won't men-
tion any names—inferred that rubber dust was not a potential pollu-
tion problem.
So we studied these monkeys and we got all the things that I
told you about yesterday—electrocardiograph, X-ray films and we
did pulmonary function studies, etc.--and we came to the conclusion
that particulates of rubber in the air as an ambient air pollutant is
not really that important a problem.
We had monkeys of both sexes being exposed to rubber dust.
Some became pregnant, and we let them continue their pregnancies
to full term and delivery. Then we exposed the newborn to the same
rubber dust, and we studied the infants as they grew older.
CHAIRMAN McCORMICK: Thank you, Dr. Nau, for your enlightening remarks. I
think a question is coming in from the audience.
MR. BOBBY D. LaGRONE (U.S. Rubber Reclaiming Co., Inc., Vicksburg, Missis-
sippi): I have a question for Dr. Nau, regarding the negative informa-
tion. We agree or confess that we (U.S. Rubber Reclaim) supported
the work that was done down at Mississippi State University. We
309
-------
were hoping to be able to modify the soil by use of the physical amend-
ment that would be imparted by the rubber. For instance, you did not
have to aereate the golf range each year. In regard to field crops,
you did not have a problem with crusting. That worked very well, but
we use 30-mesh, not 100-mesh material. We fotrnd-tha^-^he^ubber crumb <
had-a phytotoxic effect on most plants; it w*s»*t so severe for turf
grass, but was severe on soy beans, wheat, and this sort of thing.
DR. NAU: Cucumbers?
MR. LaGRONE: It was very bad in cucumbers, that's for sure. We finally
concluded that it was the zinc oxide that was causing most of the
problems. I am more or less inclined to agree with Dr. Pierson's
statement that rubber ground from the tire is of a very fine nature,
because the material that we used was there after 2 or 3 years,
actually about 4 years now.
CHAIRMAN McCORMICK: Alright, now there was a question down here.
MR. JOSEPH LAMAN (Firestone Tire and Rubber Company, Akron, Ohio): Since
the subject of biodegradation was brought up in relation to this
disposal of tires, Firestone embarked on a meaningful program to
employ biodegradation to recycle valuable chemicals back to produc-
tion cycle. The result of this work was the recovery of carbon
black, which is a gut raw material of the rubber producing industry.
I have with me today our Dr. Kay and Dr. Crane, who directed this
work; I was wondering if they would care to comment on the results
of your work?
DR. ED L. KAY (Firestone.Tire and Rubber Company, Akron, Ohio): I would
like to substantiate the fact that accelerator tridents and zinc oxide
were toxic to the microbes feeding on the rubber itself. We weren't
able to carry it to completion, although we did do some test work. I
think that sums it up.
[Following are supplementary comments provided by Dr. William Pierson in
his letter of March 20, 1975, to Franklin Ayer, conference coordinator,
Research Triangle Institute, Research Triangle Park, North Carolina.]
310