Author Archives: David Evans

Car tyres produce vastly more particle pollution than exhausts, tests showToxic particles from tyre wear almost 2,000 times worse than from exhausts as weight of cars increases Almost 2,000 times more particle pollution is produced by tyre wear than is pumped out of the exhausts of modern cars, tests have shown.The tyre particles pollute air, water and soil and contain a wide range of toxic organic compounds, including known carcinogens, the analysts say, suggesting tyre pollution could rapidly become a major issue for regulators.Air pollution causes millions of early deaths a year globally. The requirement for better filters has meant particle emissions from tailpipes in developed countries are now much lower in new cars, with those in Europe far below the legal limit. However, the increasing weight of cars means more particles are being thrown off by tyres as they wear on the road.The tests also revealed that tyres produce more than 1tn ultrafine particles for each kilometre driven, meaning particles smaller than 23 nanometres. These are also emitted from exhausts and are of special concern to health, as their size means they can enter organs via the bloodstream. Particles below 23nm are hard to measure and are not currently regulated in either the EU or US.“Tyres are rapidly eclipsing the tailpipe as a major source of emissions from vehicles,” said Nick Molden, at Emissions Analytics, the leading independent emissions testing company that did the research. “Tailpipes are now so clean for pollutants that, if you were starting out afresh, you wouldn’t even bother regulating them.”Tyres produce far more particles than exhausts in modern carsMolden said an initial estimate of tyre particle emissions prompted the new work. “We came to a bewildering amount of material being released into the environment – 300,000 tonnes of tyre rubber in the UK and US, just from cars and vans every year.”There are currently no regulations on the wear rate of tyres and little regulation on the chemicals they contain. Emissions Analytics has now determined the chemicals present in 250 different types of tyres, which are usually made from synthetic rubber, derived from crude oil. “There are hundreds and hundreds of chemicals, many of which are carcinogenic,” Molden said. “When you multiply it by the total wear rates, you get to some very staggering figures as to what’s being released.”The wear rate of different tyre brands varied substantially and the toxic chemical content varied even more, he said, showing low-cost changes were feasible to cut their environmental impact.“You could do a lot by eliminating the most toxic tyres,” he said. “It’s not about stopping people driving, or having to invent completely different new tyres. If you could eliminate the worst half, and maybe bring them in line with the best in class, you can make a massive difference. But at the moment, there’s no regulatory tool, there’s no surveillance.” The tests of tyre wear were done on 14 different brands using a Mercedes C-Class driven normally on the road, with some tested over their full lifetime. High-precision scales measured the weight lost by the tyres and a sampling system that collects particles behind the tyres while driving assessed the mass, number and size of particles, down to 6nm. The real-world exhaust emissions were measured across four petrol SUVs, the most popular new cars today, using models from 2019 and 2020.Used tyres produced 36 milligrams of particles each kilometre, 1,850 times higher than the 0.02 mg/km average from the exhausts. A very aggressive – though legal – driving style sent particle emissions soaring, to 5,760 mg/km.Far more small particles are produced by the tyres than large ones. This means that while the vast majority of the particles by number are small enough to become airborne and contribute to air pollution, these represent only 11% of the particles by weight. Nonetheless, tyres still produce hundreds of times more airborne particles by weight than the exhausts.Sign up to First Edition, our free daily newsletter – every weekday morning at 7am BSTThe average weight of all cars has been increasing. But there has been particular debate over whether battery electric vehicles (BEVs), which are heavier than conventional cars and can have greater wheel torque, may lead to more tyre particles being produced. Molden said it would depend on driving style, with gentle EV drivers producing fewer particles than fossil-fuelled cars driven badly, though on average he expected slightly higher tyre particles from BEVs.Dr James Tate, at the University of Leeds’ Institute for Transport Studies in the UK, said the tyre test results were credible. “But it is very important to note that BEVs are becoming lighter very fast,” he said. “By 2024-25 we expect BEVs and [fossil-fuelled] city cars will have comparable weights. Only high-end, large BEVs with high capacity batteries will weigh more.”Other recent research has suggested tyre particles are a major source of the microplastics polluting the oceans. A specific chemical used in tyres has been linked to salmon deaths in the US and California proposed a ban this month.“The US is more advanced in their thinking about [the impacts of tyre particles],” said Molden. “The European Union is behind the curve. Overall, it’s early days, but this could be a big issue.”TopicsPollutionRoad transportPlasticsAir pollutionMotoringnewsReuse this content

On today’s episode of the Mongabay Newscast we look at Indigenous peoples’ long relationship with, and stewardship of, marine environments through two stories of aquaculture practice and research.Nicola MacDonald joins us to discuss Kōhanga Kūtai, a project in New Zealand that aims to replace the plastic ropes used by mussel farmers with more sustainable alternatives. MacDonald discusses the project’s blending of traditional Maori knowledge with Western science.We also speak with Dana Lepofsky, a professor in the archaeology department at Simon Fraser University in British Columbia, Canada, who shares her research upon clam gardens along the Pacific coast of North America. Some of these clam gardens have been found to be at least 3,500 years old, and were such a reliable and sustainable source of food that there’s a movement afoot to rebuild them today. On this episode we discuss Indigenous peoples’ long relationship with — and stewardship of — marine environments through the lens of aquaculture.
Listen here:

Coastal cultures have often enjoyed abundant lifestyles thanks to the wide array of food, fiber, and other useful resources provided by the world’s seas, sounds, estuaries and oceans. Indigenous peoples have also developed strong marine conservation traditions and ingenious methods of ensuring sustainable long-term harvests through practices commonly called ‘aquaculture’ today.
We hear from Nicola MacDonald about Kōhanga Kūtai, a project in New Zealand that aims to replace the plastic ropes used by mussel farmers with more sustainable alternatives. MacDonald tells us about her community’s marine conservation ethic and the mussel project’s basis in blending traditional Maori knowledge with Western science.
We also speak with Dana Lepofsky, a professor in the archaeology department at Simon Fraser University in British Columbia, Canada. Lepofsky tells us about her research into clam gardens on the Pacific coast of North America, some of which have been found to be 3,500 years old, or older. These clam gardens were such a reliable and sustainable source of food that there’s a movement afoot to rebuild them today.
Further reading:
• “‘We have a full pharmacopoeia of plants’: Q&A with Māori researcher Nicola Macdonald” (18 March 2022)
• The Clam Garden Network website
• Smith, N. F., Lepofsky, D., Toniello, G., Holmes, K., Wilson, L., Neudorf, C. M., & Roberts, C. (2019). 3500 years of shellfish mariculture on the Northwest Coast of North America. PloS one, 14(2), e0211194. doi:10.1371/journal.pone.0211194
Nicola Macdonald, a Māori researcher and chief executive of the Ngāti Manuhiri Settlement Trust. Image courtesy of Nicola Macdonald.
Ancient clam garden. Image courtesy of John Harper/Clam Garden Network.
Subscribe to the Mongabay Newscast wherever you get your podcasts from! You can also listen to all episodes here on the Mongabay website. Or you can download our app for Apple and Android devices to gain fingertip access to new shows and all our previous episodes.
Harakeke muka [extracted fibers] which have been prepared for weaving into rope. Image courtesy of Nicola Macdonald.
Further listening on this topic: On episode #137 Dune Lankard of Native Conservancy discussed their kelp aquaculture project in Alaska:
• “Podcast: Kelp, condors and Indigenous conservation”

Green-lipped mussels are endemic to New Zealand and are commonly grown in aquaculture operations. Image courtesy of Adrian Midgley via Flickr (CC BY-NC-ND 2.0).
Follow host Mike Gaworecki on Twitter: @mikeg2001
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Indigenous oyster fisheries were ‘fundamentally different’: Q&A with researcher Marco Hatch

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In March, the United Nations’ Environment Assembly adopted a landmark resolution, supported by 175 countries, to end plastic pollution with a legally binding treaty. Negotiations, expected to take two years, began this week. As a group of nine international experts on plastic pollution from eight countries, we’ve recently argued in a letter to the journal Science that this treaty must cap plastic production and regulate the chemicals they contain. Here’s why.

Plastic impacts on future generations

In the past 100 years, humanity has introduced an immense amount and variety of new chemicals and plastics to the planet. The current global plastic production is roughly 450 million tons per year. If we add up all the plastics produced so far, their weight would surpass the mass of all land and marine animals. Annual production is predicted to double by 2045, when today’s preschoolers are adults. They will likely live in a world of fragile ecosystems and a changing climate. If plastic pollution continues unabated, it will exacerbate these problems.

Plastics are now found in oceans, rivers, lakes, air, ice and soil. Scientists have identified tiny pieces of plastics in the human digestive system, blood stream, lungs and even the placenta. While we do not fully understand the impacts of this exposure, these findings are highly concerning. Chemical additives used in plastics include BPA, flame retardants, phthalates and thousands of other chemicals, many of which are toxic and have been linked to cancer, infertility, brain damage and other serious human health conditions.
Plastics and chemicals have already altered vital Earth’s system processes to an extent that exceeds the threshold under which humanity can safely develop and thrive in the future. Plastics contain tens of thousands of chemical additives, as well as non-intentionally added substances. It’s impossible to ensure the safety of this large variety of substances, mixed in a myriad of different ways.

Plastic’s climate change impacts 

The life cycle of plastic also has serious climate impacts. It accounts for 4.5% of the annual greenhouse gas emissions and could consume 10% to 13% of our remaining carbon dioxide budget by 2050. This is in part because single-use plastics are heavily produced in countries dependent on coal.As the world shifts to renewable energy sources, the fossil fuel industry is looking to increase plastics production. Plastic producers have been expanding their capacities by up to 40%, with $180 billion invested in fracking (which produces ethylene, a critical ingredient in various plastics), and in plastic production.There are many other, yet largely unexplored ways in which plastics could impact the Earth’s system. They could affect the amount of sunlight reflected back to space in the Arctic. Or they could change the carbon dioxide sequestration by phytoplankton and the marine carbon pump, which is part of the ocean carbon cycle responsible for cycling of organic matter formed by phytoplankton during photosynthesis. Plastics could also alter essential nutrient cycling functions of soils on land.

“Wish cycling” 

It is clear that we need to reduce plastics now. We cannot afford to become yet more dependent on historically flawed and insufficient strategies of downstream waste management.Even high-income countries are ill-equipped to keep pace with the growing amount of waste. Recycling is often just “wish-cycling,” as environmental sociologist Rebecca Altman puts it. Recycling rates are as low as 5% in the United States and average only 9% globally. Sometimes recycling is simply a global redistribution of waste. Millions of tons of plastic waste are still exported from the Global North to the Global South. The toxic waste of these exports frequently ends up disposed of by vulnerable communities, who carry the burden of pollution. Scholars have identified this as a form of colonialism.The idea of a circular economy hasn’t worked in practice and would be difficult to implement on the large scale needed. Yet the steep increase in plastic production isn’t challenged enough. As a result, more and more plastics and toxic compounds are leaking into all corners of the environment and into our bodies.Unfortunately, this isn’t a mess we can clean up later. Breaking down into micro and nanoparticles, it’s a form of pollution that is irretrievable and irreversible. Trying to sift it up is a Sisyphean task that might endanger crucial ecosystems, such as the neuston – tiny organisms floating with ocean currents to areas where plastic waste accumulates.

Phasing out virgin plastics

Recycling rates are as low as 5% in the United States and average only 9% globally. (Credit: Lisa Risager/flickr) Even when applying all political and technological solutions available today — including substitution, improved recycling, waste management and circularity — annual plastic emissions to the environment can only be cut by 79% over 20 years, a study of scenarios in the journal Science found. It also suggests that, even with these actions, after 2040 17.3 million tons of plastic waste will still be released to the environment yearly. The path forward must include a phase-out of virgin plastic production by 2040.In calling for a production cap, we do not discount the benefits that plastics present in healthcare or transportation. We are mindful of the possibilities that plastics engender in low-income countries or for disability communities. We do not envision a future without plastics, but one with much less of it, just for the applications that are necessary or vital for vulnerable populations. For all remaining plastics we need a robust circular economy that regulates toxic plastic chemicals as well, keeping them out of the loop to ensure human and environmental safety. A reduced production of new plastics would likely boost the value of recycled feedstock, incentivizing recycling. If justly regulated, this would secure socioeconomic benefits and operational safety for millions of workers across the world, who draw a living removing and renewing plastic waste. The new plastic treaty could create opportunities for innovation in technology, society, science and policy-making — bringing together citizens, scientists, industry and governments alike. We hope that it will be strong, binding and creative, bravely tackling the true roots of the issue.This article is a collaborative work of the authors together, find their bios here.Banner photo: Celebrating the UN resolution on plastic, which passed in March 2022. (Credit: UNEP)From Your Site ArticlesRelated Articles Around the Web

The sinking a year ago of the cargo vessel the X-Press Pearl was responsible for the single worst incident of plastic marine pollution in the world, according to a committee assessing the damages from the disaster.The ship caught fire off Colombo and eventually sank, leaking its cargo that contained 25 metric tons of nitric acid and some 50 billion plastic pellets.A year later, pellets are still washing up on shore and being cleared away by volunteers, while Sri Lanka tries to claim damages from the ship’s Singapore-based operators.It has received $3.7 million as initial compensation, but experts say the full compensation for the environmental damage could be as high as $7 billion — a figure that would be a lifeline for Sri Lanka as it experiences the worst economic crisis in its history. COLOMBO — A year since the sinking of the cargo ship the X-Press Pearl, Sri Lanka continues to clean its beaches of the plastic pellets that the vessel was carrying, and still trying to claim compensation for the environmental damage wrought.
An expert committee investigating the extent of damage to the country’s marine and coastal environment has now concluded the disaster to be the worst in terms of chemical and plastic pollution of the sea. That’s according to Ajith de Alwis, co-chair of the X-Press Pearl damage assessment committee and a professor of chemical and process engineering at the University of Moratuwa.
The committee has submitted its assessment report to the Attorney General’s Office for use in claiming compensation from the Singapore-based operators of the ship.
“However, the report is only the first edition of the damage assessment, and further assessments would continue based on the monitoring,” De Alwis told Mongabay.
Maritime law expert Dan Malika Gunasekera said Sri Lankan authorities have taken a long time to file for compensation and are reluctant to go through years of strenuous legal battles in international courts. Sri Lanka has obtained an interim payment of $3.7 million in damages, but the country could claim as much as $5 billion to $7 billion, according to Gunasekera.
With Sri Lanka currently mired in the worst economic crisis in the country’s history, those higher numbers would prove a much-needed injection of foreign currency. But further delays would diminish the cash-strapped island’s chance of getting sufficient compensation for the environmental damage, Gunasekera told Mongabay.
Salvation work is underway to raise the wreck of the X-Press Pearl and dismantle it. Image courtesy of X-Press Feeders.
Worst plastic marine pollution event
X-Press Pearl was carrying 1,486 containers when it caught fire off Colombo on May 20, 2021, and began sinking. Eighty-one of the containers were labeled hazardous, and the cargo included 25 metric tons of nitric acid — a key ingredient in the production of explosives, and touted as a possible factor for the fire. There were several explosions, and it took more than a week to bring the fire under control. Attempts to tow the vessel to deeper waters failed, and the freighter finally sank on June 2, 2021, a few kilometers off Sri Lanka’s western coast.
The ship was also carrying 400 containers of nurdles, the plastic pellets from which all manufactured plastic goods are made. The spill of the more than 50 billion pellets made this the worst plastic marine pollution event in the world, with the pellets quickly spreading along the beaches of Sri Lanka’s western coast.
The sinking of the X-Press Pearl cargo ship has resulted in the world’s single worst incident of plastic marine pollution. Image courtesy of the U.N. Advisory Mission Report.
The government carried out an initial cleanup of the beaches, but subsequent cleaning was done by volunteers like the Pearl Protectors, a youth organization.
“We had 28 major cleaning operations on main beaches and could collect as much as 1,500 kilograms [3,300 pounds] of nurdles,” said Muditha Katuwawala, coordinator of the Pearl Protectors.
But more nurdles keep washing up on the beaches, and with the island currently experiencing the southwest monsoon, nurdles that had initially sunk to the seabed or were trapped in underwater structures such as corals have been washed free and are making landfall.
“So it needs to be continuous work” cleaning up the beaches, Katuwawala said.
The Pearl Protectors, like other volunteer organizations around the program, are suffering from the economic crisis. The cost of organizing has doubled in the span of the last few months, with inflation hitting a record 39% in May. The country has defaulted on loan payments for the first time, while the local currency, the rupee, has nosedived against the U.S. dollar.
A container from the X-Press Pearl floating in the sea. Image courtesy of the Sri Lankan Marine Environment Protection Agency (MEPA).
Salvage operation
As for the wreck of the X-Press Pearl, it’s now being salvaged by the Shanghai Salvage Company (SSC), which was handed the task by the ship’s owners, Singapore-based X-Press Feeders. In a statement, X-Press Feeders said the salvage operation includes round-the-clock monitoring to deal with debris or other pollutants that may get dislodged during the operation. It also said regular water sampling will be carried out at the site, and that any oil spills will be responded to immediately.
According to SSC, the X-Press Pearl’s hull has essentially broken in half, so the wreck will be recovered as two separate sections. Operations were suspended at the end of April due to rough seas caused by the southwest monsoon.
Cleanly separating the two halves of the hull is due to start in November, after the monsoon, while the actual lifting is expected to begin in February 2023. The final phase, to be completed by September 2023, will see the wreck completely dismantled, recycled, and disposed of.
Nurdle displacement after the X-Press Pearl marine disaster. Image courtesy of the U.N. Advisory Mission Report.
Lack of baseline studies
Terney Pradeep Kumara, a marine biologist who previously headed Sri Lanka’s Marine Environment Protection Agency (MEPA), said it’s important to collect data during the salvation operation that can serve as evidence linking the environmental pollution to the X-Press Pearl. In the aftermath of the ship accident, marine biologists noted an unusually high number of sea turtle mortalities, which they suspect was the result of the pollution, but for which they currently lack definitive evidence.
‘Not having a baseline of the environmental conditions has been one of the biggest challenges in doing this environmental assessment,” said Prasanthi Gunawardene, the other co-chair of the X-Press Pearl damage assessment committee. There were about 30 different subcommittees with members from different fields, and getting input from different government agencies in the monitoring process was a challenge, Gunawardene told Mongabay.

Banner image of a cluster of nurdles found on Sri Lanka’s southern coast. Seabirds and crows often mistake these nurdles for food, because they resemble fish eggs. Image courtesy of the Pearl Protectors.