{"id":9051,"date":"2025-09-17T11:54:33","date_gmt":"2025-09-17T09:54:33","guid":{"rendered":"https:\/\/www.marquis.rs\/en\/?p=9051"},"modified":"2026-04-13T19:32:29","modified_gmt":"2026-04-13T17:32:29","slug":"damaged-asphalt-invisible-environmental-consequences","status":"publish","type":"post","link":"https:\/\/www.marquis.rs\/en\/blog\/damaged-asphalt-invisible-environmental-consequences\/","title":{"rendered":"Damaged Asphalt \u2013 Invisible Environmental Consequences"},"content":{"rendered":"

In recent days, the media has reported extensively on damaged asphalt surfaces near U\u0161\u0107e in Belgrade, Serbia. This raises an important question. What does damaged asphalt mean for the environment while waiting for repair?<\/strong><\/p>\n

Although road rehabilitation will undoubtedly follow, in the meantime, the damaged pavement becomes a source of additional emissions that affect air, water, noise, and fuel consumption. Not only here, but everywhere.<\/strong><\/p>\n

Tire and Pavement Wear<\/strong><\/h2>\n

Uneven, rough asphalt significantly increases friction between tires and the road<\/strong>. The result is accelerated wear of both tires and the damaged pavement itself<\/strong>. On high-traffic sections, the release of particles is several times higher than on well-maintained surfaces.<\/p>\n

These particles are known as tire-and-road wear particles (<\/strong>TRWP<\/a>).<\/strong> They are a mixture of rubber, bitumen, and mineral components from damaged asphalt. They are particularly harmful because they are small, often within the PM10 and PM2.5 range<\/strong>, which means they easily penetrate the lungs and enter the bloodstream (Kole et al., 2017).<\/p>\n

Non-Exhaust Emissions \u2013 The Hidden Part of the Problem<\/strong><\/h2>\n

For decades, attention has been focused on tailpipe emissions. The engine technology advances, reducing. Unfortunately, the new emissions are becoming dominant – n<\/strong>on-exhaust emissions. It comes<\/strong> from tires, brakes, and road wear. Today, it accounts for up to 75% of total PM10<\/strong> from road traffic in European cities (EEA, 2020).<\/p>\n

Damaged pavement further exacerbates this problem, as every uneven surface increases the number of particles released.<\/p>\n

The Chemical Component: 6PPD and 6PPD-Q<\/strong><\/h2>\n

Beyond mechanical particles, special concern arises from the additive 6PPD<\/strong> in tires. They react with ozone and form 6PPD-quinone (6PPD-Q)<\/strong>. This compound has been scientifically proven to be acutely toxic to fish<\/strong> and has been detected in urban stormwater runoff (Tian et al., 2021).<\/p>\n

This means that particles and chemicals from damaged asphalt may be washed into rivers after rainfall. Thus, the issue is not only about air \u2013 it is also about water.<\/p>\n

Noise as a Signal<\/strong><\/h2>\n

Drivers often notice that noise levels on damaged road sections rise significantly. The sound, like driving over road markings, is not only a comfort issue. It is an acoustic indicator of increased friction and energy loss<\/strong> (Sandberg & Ejsmont, 2002). Every extra decibel here means more particles released into the air.<\/p>\n

Increased Fuel Consumption and Tailpipe Emissions<\/strong><\/h2>\n

Another consequence often goes unnoticed. When asphalt is rough and rutted, vehicles need more energy to roll. This is measured by the International Roughness Index (<\/strong>IRI<\/a>)<\/strong>, expressed in meters per kilometer (m\/km).<\/p>\n