Assessment methods are common tools to support decisions regarding waste management. The objective of this review article is to provide guidance for the selection of appropriate evaluation methods. For this purpose, frequently used assessment methods are reviewed, categorised, and summarised. In total, 151 studies have been considered in view of their goals, methodologies, systems investigated, and results regarding economic, environmental, and social issues. A goal shared by all studies is the support of stakeholders. Most studies are based on life cycle assessments, multi-criteria-decision-making, cost-benefit analysis, risk assessments, and benchmarking. Approximately 40% of the reviewed articles are life cycle assessment-based; and more than 50% apply scenario analysis to identify the best waste management options. Most studies focus on municipal solid waste and consider specific environmental loadings. Economic aspects are considered by approximately 50% of the studies, and only a small number evaluate social aspects. The choice of system elements and boundaries varies significantly among the studies; thus, assessment results are sometimes contradictory. Based on the results of this review, we recommend the following considerations when assessing waste management systems: (i) a mass balance approach based on a rigid input–output analysis of the entire system, (ii) a goal-oriented evaluation of the results of the mass balance, which takes into account the intended waste management objectives; and (iii) a transparent and reproducible presentation of the methodology, data, and results.

The emissions of tyre wear particles (TWPs) into the environment are increasing and have negative impacts on the environment and human health. The aim of this study was therefore to establish a mass balance for vehicle tyres und TWP emissions in Austria using static material flow analysis, which enabled a quantification of mass flows of rubber including carbon black as the most mass-relevant tyre filler. Vehicle-specific and mileage-dependent emission factors were used to calculate the TWP emissions. The results for the year 2018 indicate that 80% of the tyre rubber remained in use, while 14% was re-treaded, recycled, incinerated or exported as end-of-life tyres and 6% was emitted as TWPs to air, soil or surface water. Of these 21,200 t/y released and dissipative lost TWPs, 6% were microscale, with a possible size between 0.1 and 10 μm, and 0.3% were nanoscale below 0.1 μm. The mass balance on the substance level shows that the TWPs contained 5,500 t/y of carbon black emitted in the form of airborne TWPs (6%) or entering in the soil or surface waters (47% each). Regarding air pollution from road vehicles, about 3,600 t/y were non-exhaust emissions, including tyre, brake and road-surface wear, which contributed to 9% of total dust emissions across Austria. Scenario analysis for 2050 with regard to e-mobility and the European Green Deal reveals that non-exhaust emissions can only be significantly reduced by a general reduction of the mileage or an environmentally friendly tyre design. This modelling approach provides a solid basis for decision makers in traffic planning as well as for chemical risk assessment. However, dynamic models with higher temporal and spatial resolution are needed to predict future mass flows of TWPs and their environmental fate, including their degradation products and possible accumulation effects.