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Concerns over the ecological impacts of urban road runoff have increased, partly due to recent research into the harmful impacts of tire particles and their chemical leachates. This study aimed to help the community of researchers, regulators and policy advisers in scoping out the priority areas for further study. To improve our understanding of these issues an interdisciplinary, international network consisting of experts (United Kingdom, Norway, United States, Australia, South Korea, Finland, Austria, China and Canada) was formed. We synthesised the current state of the knowledge and highlighted priority research areas for tire particles (in their different forms) and their leachates. Ten priority research questions with high importance were identified under four themes (environmental presence and detection; chemicals of concern; biotic impacts; mitigation and regulation). The priority research questions include the importance of increasing the understanding of the fate and transport of these contaminants; better alignment of toxicity studies; obtaining the holistic understanding of the impacts; and risks they pose across different ecosystem services. These issues have to be addressed globally for a sustainable solution. We highlight how the establishment of the intergovernmental science-policy panel on chemicals, waste, and pollution prevention could further address these issues on a global level through coordinated knowledge transfer of car tire research and regulation. We hope that the outputs from this research paper will reduce scientific uncertainty in assessing and managing environmental risks from TP and their leachates and aid any potential future policy and regulatory development., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024. Published by Elsevier Inc.)

Tiragolumab, an anti-TIGIT antibody with an active IgG1κ Fc, demonstrated improved outcomes in the phase 2 CITYSCAPE trial (ClinicalTrials.gov: NCT03563716 ) when combined with atezolizumab (anti-PD-L1) versus atezolizumab alone 1 . However, there remains little consensus on the mechanism(s) of response with this combination 2 . Here we find that a high baseline of intratumoural macrophages and regulatory T cells is associated with better outcomes in patients treated with atezolizumab plus tiragolumab but not with atezolizumab alone. Serum sample analysis revealed that macrophage activation is associated with a clinical benefit in patients who received the combination treatment. In mouse tumour models, tiragolumab surrogate antibodies inflamed tumour-associated macrophages, monocytes and dendritic cells through Fcγ receptors (FcγR), in turn driving anti-tumour CD8 + T cells from an exhausted effector-like state to a more memory-like state. These results reveal a mechanism of action through which TIGIT checkpoint inhibitors can remodel immunosuppressive tumour microenvironments, and suggest that FcγR engagement is an important consideration in anti-TIGIT antibody development., (© 2024. The Author(s), under exclusive licence to Springer Nature Limited.)

Non-exhaust emissions are becoming of increasing significance with respect to total particulate matter (PM) concentrations in ambient air. Of particular interest is the metal content of this PM since metallic compounds are well known to have toxic effects on human health and the environment. In this study, 'bottom-up' annual tyre wear emission rates were estimated and compared to top-down' emissions declared by the UK; it was calculated that between 14 and 25 tonnes of Zn entered the atmosphere in PM 10 in 2020. The emission rates were estimated using a cost-effective, simple but robust validated method for analysis of the metals in tyres using tandem inductively coupled plasma mass spectrometry (ICP-MS/MS) for the first time, involving minimal offline sample preparation. This method was applied to five different tyre makes and brands, all available for sale in the UK, and the uncertainty of each measurement was determined. Traceability was ensured in all methods and novel validation techniques were applied due to lack of available reference materials. Zn was found to be the largest metal component in all tyres with a mass fraction of approximately 10 mg g -1 . The mean mass fractions of metals in the tyres decreased in the order of Zn > Al > Fe > Mg > Ti > Pb > Cu > Ba > Ni. Significant differences in composition were found between the five tyres. The relative expanded uncertainties of the metals measurements ranged from 4 to 21%, with elements of higher mass fraction resulting in lower uncertainties. These findings will contribute to assessing current and future air quality challenges and will help to inform regulation surrounding non-exhaust emissions.

The purpose of this study was to identify a characteristic elemental tyre fingerprint that can be utilised in atmospheric source apportionment calculations. Currently zinc is widely used as a single element tracer to quantify tyre wear, however several authors have highlighted issues with this approach. To overcome this, tyre rubber tread was digested and has been analysed for 25 elements by ICP-MS to generate a multielement profile. Additionally, to estimate the percentage of the tyre made up of inert fillers, thermogravimetric analysis was performed on a subset. Comparisons were made between passenger car and heavy goods vehicle tyre composition, and a subset of tyres had both tread and sidewall sampled for further comparison. 19 of the 25 elements were detected in the analysis. The mean mass fraction of zinc detected was 11.17 g/kg, consistent with previous estimates of 1% of the tyre mass. Aluminium, iron, and magnesium were found to be the next most abundant elements. Only one source profile for tyre wear exists in both the US and EU air pollution species profile databases, highlighting the need for more recent data with better coverage of tyre makes and models. This study provides data on new tyres which are currently operating on-road in Europe and is therefore relevant for ongoing atmospheric studies assessing the levels of tyre wear particles in urban areas., Competing Interests: Declaration of Competing Interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023. Published by Elsevier Ltd.)

There has been ongoing research aimed at reducing pollution concentrations in vehicles due to the high exposure which occurs in this setting. These studies have found using recirculate (RC) settings substantially reduces in-cabin traffic-related pollution concentrations but possibly leads to an adverse accumulation of carbon dioxide (CO 2 ) from driver respiration. The aim of this study was to highlight how vehicle models and ventilation settings affect in-cabin concentrations to ultrafine particles (UFP) and CO 2 in real-world conditions. We assessed the ability of different vehicles to balance reductions in UFP against the build-up of in-cabin CO 2 concentrations by measuring these pollutants concurrently both inside and outside the vehicle to derive an in/out ratio. When ventilation settings were set to RC, UFP concentrations inside the vehicles (median: 3205 pt./cm 3 ) were 86% lower compared to outside air (OA) (23,496 pt./cm 3 ) across a 30-min real-world driving route. However, CO 2 concentrations demonstrated a rapid linear increase under RC settings, at times exceeding 2500 ppm. These concentrations have previously been associated with decreased cognitive performance. Our study did not find an effect of gasoline fuelled vehicles affecting in-cabin UFP levels compared to hybrid or electric vehicles, suggesting that self-pollution was not an issue. We also found that certain vehicle models were better at reducing both in-cabin UFP and CO 2 concentrations. The results suggest that under RC settings in/out CO 2 ratios are largely determined by the leakiness of the vehicle cabin, whereas in/out UFP ratios are primarily determined by the efficacy of the in-built air filter in the vehicles ventilation system., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper. Funding: IM and BB received further support from the National Institute for Health Research Health Protection Research Unit (NIHR HPRU) in Environmental Exposures and Health at Imperial College in partnership with Public Health England (PHE). The views expressed in this paper are those of the authors and should not be taken to reflect the official position of the funders., (Copyright © 2021 Elsevier B.V. All rights reserved.)

Nitrogen dioxide (NO 2 ) and black carbon (BC) concentrations were measured inside London taxicabs across 40 work shifts in a real-world occupational study. The shifts were measured across five plug-in hybrid range-extender electric taxicabs (TXe City) and five diesel taxicabs (TX4 Diesel). The aim of this study was to characterise the impact of fuel and cabin design on professional drivers' air pollution exposures. Personal exposure was monitored using portable BC, NO 2 and GPS devices. A controlled study replicating a typical taxi drivers' route in central London was conducted. Simultaneous inside and outside BC concentrations were measured to assess infiltration rates. The drivers were instructed to keep the BC devices with them at all times, providing a comparison of exposures at work and outside of work. The driver's average BC and NO 2 exposure while working was nearly twice as high for diesel taxicab drivers (6.8 ± 7.0 μg/m³, 101.9 ± 87.8 μg/m³) compared with electric drivers (3.6 ± 4.9 μg/m³, 55.3 ± 53.0 μg/m³, respectively). The exposure to BC while not working was 1.6 μg/m³ for diesel drivers and 1.1 μg/m³ for electric drivers, highlighting the very high exposures experienced by this occupational sector. The analysis of vehicle type on BC concentrations showed that the airtight cabin design and presence of an in-built filter in the electric TXe City reduced the exposure to BC substantially; indoor to outdoor ratios being 0.63 on the electric taxi compared to 0.99 on the diesel taxi with recirculate ventilation mode off and 0.07 to 0.44 with recirculate on. These findings provide important evidence for occupational health of professional drivers through exposure reduction measures in vehicle design., (Copyright © 2021 Elsevier Inc. All rights reserved.)

Accurate instantaneous vehicle emissions models are vital for evaluating the impacts of road transport on air pollution at high temporal and spatial resolution. In this study, we apply machine learning techniques to a dataset of 70 diesel vehicles tested in real-world driving conditions to: (i) cluster vehicles with similar emissions performance, and (ii) model instantaneous emissions. The application of dynamic time warping and clustering analysis by NO x emissions resulted in 17 clusters capturing 88% of trips in the dataset. We show that clustering effectively groups vehicles with similar emissions profiles, however no significant correlation between emissions and vehicle characteristics (i.e. engine size, vehicle weight) were found. For each cluster, we evaluate three instantaneous emissions models: a look-up table (LT) approach, a non-linear regression (NLR) model and a neural network multi-layer perceptron (MLP) model. The NLR model provides accurate instantaneous NO x predictions, on par with the MLP: relative errors in prediction of emission factors are below 20% for both models, average fractional biases are -0.01 (s.d. 0.02) and -0.0003 (s.d. 0.04), and average normalised mean squared errors are 0.25 (s.d. 0.14) and 0.29 (s.d. 0.16), for the NLR and MLP models respectively. However, neural networks are better able to deal with vehicles not belonging to a specific cluster. The new models that we present rely on simple inputs of vehicle speed and acceleration, which could be extracted from existing sources including traffic cameras and vehicle tracking devices, and can therefore be deployed immediately to enable fast and accurate prediction of vehicle NO x emissions. The speed and the ease of use of these new models make them an ideal operational tool for policy makers aiming to build emission inventories or evaluate emissions mitigation strategies., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2020 Elsevier B.V. All rights reserved.)

In this study CO 2 and NO x emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars were compared using a Portable Emissions Measurement System (PEMS). The models sampled accounted for 56% of all passenger cars sold in Europe in 2016. We found gasoline vehicles had CO 2 emissions 13-66% higher than diesel. During urban driving, the average CO 2 emission factor was 210.5 (sd. 47) gkm -1 for gasoline and 170.2 (sd. 34) gkm -1 for diesel. Half the gasoline vehicles tested were Gasoline Direct Injection (GDI). Euro 6 GDI engines <1.4ℓ delivered ~17% CO 2 reduction compared to Port Fuel Injection (PFI). Gasoline vehicles delivered an 86-96% reduction in NO x emissions compared to diesel cars. The average urban NO x emission from Euro 6 diesel vehicles 0.44 (sd. 0.44) gkm -1 was 11 times higher than for gasoline 0.04 (sd. 0.04) gkm -1 . We also analysed two gasoline-electric hybrids which out-performed both gasoline and diesel for NO x and CO 2 . We conclude action is required to mitigate the public health risk created by excessive NO x emissions from modern diesel vehicles. Replacing diesel with gasoline would incur a substantial CO 2 penalty, however greater uptake of hybrid vehicles would likely reduce both CO 2 and NO x emissions. Discrimination of vehicles on the basis of Euro standard is arbitrary and incentives should promote vehicles with the lowest real-world emissions of both NO x and CO 2 ., (Copyright © 2017 Elsevier B.V. All rights reserved.)