Screening level models for environmental assessment of engineered nanoparticles (ENP) are not generally available. Here, we present SimpleBox4Nano (SB4N) as the first model of this type, assess its validity, and evaluate it by comparisons with a known material flow model. SB4N expresses ENP transport and concentrations in and across air, rain, surface waters, soil, and sediment, accounting for nanospecific processes such as aggregation, attachment, and dissolution. The model solves simultaneous mass balance equations (MBE) using simple matrix algebra. The MBEs link all concentrations and transfer processes using first-order rate constants for all processes known to be relevant for ENPs. The first-order rate constants are obtained from the literature. The output of SB4N is mass concentrations of ENPs as free dispersive species, heteroaggregates with natural colloids, and larger natural particles in each compartment in time and at steady state. Known scenario studies for Switzerland were used to demonstrate the impact of the transport processes included in SB4N on the prediction of environmental concentrations. We argue that SB4N-predicted environmental concentrations are useful as background concentrations in environmental risk assessment.

Proper understanding of the basic processes and specific properties of engineered nanomaterials (NMs) that modify the fate and effects of NMs is crucial for NM-tailored risk assessment. This in turn requires developers of NMs and for regulators to consider the most important parameters governing the properties, behavior and toxicity of NMs. As fate and effect studies are commonly performed in laboratory settings, mimicking to a varying extent realistic exposure conditions, it is important to be able to extrapolate results of fate and effect studies in synthetic media to realistic environmental conditions. This requires detailed understanding of the processes controlling the fate and behavior of NMs in terrestrial and aquatic media, as dependent on the composition of the medium. It is the aim of this contribution to provide background reading to the NM and media specific properties and processes that affect the fate and behavior of NMs in aquatic environments, focusing on the specific properties of NMs that modulate the interactions in the aquatic environment. A general introduction on the dominant fate determining processes of NMs is supplemented by case studies on specific classes of NMs: metal NMs, stable oxides, iron oxides, and carbon nanotubes. Based on the synthesis of the current knowledge base toward essential data and information needs, the review provides a description of the particle specific properties and the water characteristics that need monitoring in order to allow for future quantification and extrapolation of fate and behavior properties of NMs in freshwater compartments of varying composition.

Tyre particles are generated by shear forces between the tread and the road or by volatilisation. Tyre abrasion (wear) contributes from one-third to half of microplastics unintentionally released into the environment. The major part ends up in the soil, a considerable amount is released into the aquatic environment, and a small percentage becomes airborne. Nevertheless, tyre abrasion contributes to 5–30% of road transport particulate matter (PM) emissions. This corresponds to approximately 5% of total ambient PM emissions. The particle mass size distribution peak at around 20 to 100 μm, with a second peak in the 2–10 μm range. A nucleation mode has been reported in some studies. The absolute abrasion levels depend on the tyre, vehicle, and road characteristics, but also on environmental conditions and driving style. Most tyre particle emission factors in the literature are based on data prior to the year 2000. We aggregated recent studies and found a mean abrasion of 110 mg/km per vehicle or 68 mg/km/t for passenger cars (based on approximately 300 measurements). Based on a limited number of studies, the PM₁₀ emissions were 1.4–2.2 mg/km per tyre. On the other hand, the particle number emissions were in the order of 10¹⁰ #/km per tyre. The ratio of PM₁₀ to total abrasion was found to be 2.5% on average. Finally, the ratio of PM_2.5 to PM₁₀ was calculated to be around 40%. Various mitigation measures for tyre particle pollution could be envisaged; the most direct is the limitation of the tyre abrasion rate, as proposed by the European Commission for the Euro 7 regulation. Other regulatory initiatives are also discussed.