FORESIGHT
Brief

FORESIGHT
Brief

1
EARLY WARNING AND ASSESSMENT DIVISION
September 2024

034

Early Warning, Emerging Issues and Futures

Vehicle tyre particles in the environment
Background
The Foresight Briefs are published by the United Nations
Environment Programme (UNEP) to, among others,
highlight a hotspot of environmental change, feature
an emerging science topic, or discuss a contemporary
environmental issue. The public is thus provided withthe opportunity to find out what is happening to theirchanging environment and the consequences ofeveryday choices, and to think about future directions forpolicy. The thirty-fourth edition of UNEP’s Foresight Briefs
looks at the negative effects of tyre abrasion particles
and how they can be regulated.

Abstract
Tyre-wear particles are one of the most abundant
types of primary microplastics discharged into theenvironment. During their degradation in the environment,
various tyre components are released, including somechemicals with harmful effects to organisms. There
are various prevention and mitigation methods that
can alleviate the problems, but effectively designed andenforced policies are needed to support these strategies.

Introduction
Driving a vehicle causes abrasion of the tyres, generating
very large amounts of small particles, known as tyreabrasion or tyre-wear particles. These particles are
emitted into and spread throughout the environment(Giechaskiel et al. 2024; Gieré and Dietze 2022). Dueto their chemical composition, typical size, and modeof formation and release, these particles are classified
as primary microplastics (Boucher and Friot 2017;
Early Warning, Emerging Issues and Futures

Kole et al. 2019; Furuseth and Rødland 2020; Vogelsang
et al. 2020). It has been estimated, for example, that of
the 1.5 million tonnes of primary microplastics reaching
the oceans every year, 28 per cent, or 400,000 tonnes, aretyre-wear particles (Boucher and Friot 2017). According
to another study, the annual accumulation of tyre-wear
particles in the oceans may be as high as 1.0±0.2 million
tonnes (PEW Charitable Trusts, 2020). Tyre-wear particles
have also been observed within the intestines of fish andother aquatic species (Leads et al. 2019; Parker et al.
2020), some of which are consumed by humans.
Photo credit: iStock.com / supergenijalac

Hartmann et al. 2019; Järlskog et al. 2022). Once in theenvironment, the tyre-wear particles interact with light,
air, ozone, and water, as well as with soil, sediments, andbiota. These interactions trigger particle degradation,
which in turn leads to the release of tyre constituents,
including zinc and various organic chemicals (Halsband
et al. 2020; Gieré and Dietze 2022; Zhang et al. 2023).
There is increasing evidence that some of these released
compounds are highly toxic to various organisms(Brinkmann et al. 2022; Chen et al. 2023; Bohara et al.
2024). It is therefore essential that appropriate measures
are taken by both the tyre industry and governments
around the world to curtail emission of tyre-wear
particles in order to minimize their distribution andconcentration in the environment.

Why is this an important issue?
Tyre-wear particles constitute one of the most abundant
types of primary microplastics discharged into theenvironment (Kole et al. 2017; Sommer et al. 2018;

Tyre-wear particles originate from a tyre’s outermost
layer, known as the tread (Figure 1).
Tread

Sidewall

Ply
Belt

Bead

Innerliner

Photo credit: iStock.com / Hitesh Singh. Adapted by UNEP.

Figure 1: Basic structure of a passenger car tyre. Belts
provide stiffness to the tread, overall tyre strength, andprotection from puncture; body ply maintains tyre shapeand prevents it from tearing; beads enable the tyre to
firmly grip to the wheel.
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Photo credits (a) - (d): Radek Stoček

Figure 2: Images of vehicle tyres that exhibit visible wearof the tread(a) tyre from passenger car;(b) tyre from forestry vehicle;(c) a multi-purpose radial tyre, commonly used forconstruction vehicles and forklifts; and(d) commercial tyre, used by vans and heavy-duty vehicles.
Tyre damage caused by fatigue (smooth tread surface– smallest tyre particles generated), abrasion (rougher
surface – medium-sized tyre particles generated), andcutting (visible breakage of a large piece from the tread –largest tyre debris generated).

The tread is in direct contact with the road surface and,due to slippage and friction between the two materials,
is abraded during driving (Figure 2), especially throughacceleration, braking, and cornering (Luhana et al.
2004). These particles therefore reflect the chemicalcomposition of the tread rather than that of an entire tyre.
Both compositions vary among different manufacturers
and tyre types (Gieré et al. 2004; Rauert et al. 2021). The
tyre tread is rich in both natural and synthetic polymers
as well as chemical additives, comprises various
types of fillers, primarily carbon black and amorphoussilica, and does not contain steel or textiles (Figure 3,
Table 1) (Gent 2006; Broekhuizen 2024). During tyre
manufacturing, certain chemical components, including
polycyclic aromatic hydrocarbons (PAHs), are added as
unintentional byproducts, because they are associatedwith carbon black and some chemical additives (e.g.,plasticizers) (Boonyatumanond et al. 2007; Aatmeeyata
and Sharma 2010).

16%

Tyre

24%
41%

Tyre Tread

51%

25%
29%
RubberPolymers

Fillers

Fibres& Wires

Chemical
Additives

Figure 3: Examples of compositions of a reference
passenger car tyre in the European Union (OECD 2014)
and of a tyre tread (Winther and Slentø 2010). Colour
scheme is identical to that used in Table 1, which
provides some details for each of the components
shown here. All values given in per cent by mass.
Early Warning, Emerging Issues and Futures

Degradation, or weathering, of tyre-wear particles inthe environment or the intestines of wildlife facilitates
the release of various chemical compounds, including
fillers as well as intentional and non-intentional additives(Evans 1997; Wik and Dave 2009; Wagner et al. 2018;
Müller et al. 2022). Numerous ecotoxicological studies
have demonstrated that some of the released chemicals(for example zinc, butadiene, benzothiazoles, PAHs

Table 1. Material classes employed for the fabrication of tyres. For each material class, select compounds are listed
as examples with their specific function during production or subsequent use of a tyre (Broekhuizen 2024; Chen et al.
2024; Gent 2006; Wan et al. 2020)
Material

14%

Global release rates of tyre-wear particles have been
estimated at approximately 6 million tonnes per year
(Kole et al. 2017; Kole et al. 2019), equivalent to an overall
average of 0.8 kilograms (kg) per capita per year. The
release rate, however, varies widely among individual
countries, reaching values up to about 5 kg/capita/year(Figure 4). Loading the 6 million tonnes of tyre-wear
particles onto cargo railroad cars with a capacity of
60 tonnes and a length of 15 metres would create afreight train with a length of 1500 kilometres.

Type

ExamplesFunction

Rubberpolymers

Natural polymers

Natural rubber (NR)

Synthetic
polymers

Styrene-butadiene rubber (SBR), butadiene
rubber (BR), isoprene rubber (IR)Fillers

Nanostructured
agglomerates

Amorphous silica

Fibres andwires

Textile fibre

Nylon, polyester, rayon

Reinforcing the body ply

Wire cords

Steel

Providing strength to belts and beads

Chemical
additives

Zinc oxide andvarious organic
chemicals

Activators and accelerators (e.g. various
benzothiazole* compounds

Activate and accelerate chemical reactions during production

Vulcanizers

Transform rubber into a solid material during production

Plasticizers

Enhance processability of materials during production

Antioxidants and antiozonants (e.g. 6PPD**)

Reduce susceptibility to degradation due to exposure totemperature, oxygen and ozone

Flame retardants

Reduce flammability of rubber

Carbon black

Provide elastic properties and increase resistance to fatigue
and tear; control rolling resistance an traction performanceStrengthen the rubber to achieve maximum performance andlifespan* Benzothiazole: organic chemical compound with the formula C7H5NS** 6PPD: organic chemical compound named N-(1,3-dimethylbutyl)-N′-phenyl-p-phenylenediamine, and with the formula C18H24N2

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the scientific literature (Baensch-Baltruschat et al. 2020).
These particles occur most abundantly in road dust that
accumulates in curves of roads and roundabouts and at
traffic lights (Venghaus et al. 2023).

500 µmFigure 4: Estimated emissions of tyre-wear particles in countries for which data are available. Data given in kilograms
per capita per year. Data from Kole et al. (2019); Lee et al. (2020); Sieber et al. (2020); and Prenner et al. (2021).
and a substance known as “6PPD”; see Table 1) or theirtransformation products can cause various biologicalresponses in diverse organisms, including acute toxicity
and lethality in some species (Wik and Dave 2006;
Wik et al. 2009; Halle et al. 2020; Halsband et al. 2020;
Honda and Suzuki 2020; Lu et al. 2021; Brinkmann etal. 2022; Bohara et al. 2024). The potential impact oftyre-wear particles on human health is not well studied,but it can be gender-specific, influenced by social roles,
responsibilities, and exposures. For example, womenin certain occupations (e.g., street vendors, food-stallcooks, outdoor workers) and children in some school
yards may be particularly exposed to pollution fromtyres due to prolonged periods spent near busy roads orintersections.
The presence of tyre debris in the environment andbiota, and the toxicity of tyre particles and some of
their chemical constituents, therefore, remain a major
Early Warning, Emerging Issues and Futures

Photo credit: Photo by Jaydee Edwards

Figure 5: Tyre-wear particles viewed under a lightmicroscope. Scale bar shows 500 micrometres.

concern, which needs to be addressed by the global
community. Exposure differences, health vulnerabilities
and socio-economic factors are general gender-related
aspects of microplastics pollution (UNEP 2023) and,
where possible, should be taken into consideration whendeveloping policies that aim at lowering the emissions oftyre particles.

What are the main findings?
Characteristics of tyre-wear particles
Tyre-wear particles deposited on or near a road typicallyrange in size between a few micrometres (µm) andabout 1500 µm, or 0.15 centimetres (Figure 5). They
have an elongated shape and are partially covered byeven smaller particles (Figure 6), derived primarily fromthe road surface but also from vehicle-brake pads andsoils (Adachi and Tainosho 2004). Therefore, they arecommonly referred to as tyre- and road-wear particles in

100 µmPhoto credit: Photo by Jaydee Edwards

Figure 6: Tyre-wear particle viewed under a scanningelectron microscope, demonstrating that its surface ispartially covered with small particles derived from vehicle
brakes, the road surface, and local soils. Scale bar shows
100 micrometres.
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Emission estimates
On average, passenger cars emit approximately 100
milligrams (mg) of tyre-wear particles per kilometre (km),
implying that about 1 gram of tyre debris is released forevery 10 km driven (Gieré and Dietze 2022). Emissions
are considerably higher for heavier vehicles, such asvans, buses, and trucks (Figure 7), independent of thetype of road travelled (Figure 8). On rural roads, however,all vehicle categories emit smaller amounts of tyre-wear
particles than on urban roads (Figure 8).
HDV

Tyre-wear particles (mg/km)

1200

LDV

Bus

Van

Highway
Urban

Motorcycle
0

Bus

400

Car

100

200

300

400

500

600

700

800

900

Tyre-wear particles (mg/km)

LDV

600

200

Rural

Car

1000
800

and relative to the emissions from fuel combustion.
This rise results from a continuing increase in traffic aswell as from the growing number of electric vehicles
in circulation, which – due to the battery weight –are generally heavier than similarly-sized vehicles
with internal combustion engines and thus impart a
considerably higher twisting force, known as torque, on
the tyre tread (Amato et al. 2012; Timmers and Achten
2016; Jekel 2019; Organisation for Economic Cooperation and Development (OECD) 2020; Vanherle et al.
2021; Gehrke et al. 2023).

HDV

Van

Figure 8: Emissions of tyre-wear particles (in milligrams
per kilometre) for various types of vehicles on ruralroads, highways, and urban roads. Data compiled from
Verschoor et al. (2016). Abbreviations: LDV = light-duty
vehicle; HDV = heavy-duty vehicle.
Atmosphere0

Figure 7: Emissions of tyre-wear particles (in milligrams
per kilometre for various types of vehicles. Data compiled
from multiple sources (Gebbe et al. 1997; Gustafsson
2002; Luhana et al. 2004; Hillenbrand et al. 2005; United
Nations Economic Commission for Europe (UNECE)
2013; Verschoor et al. 2016; Kole et al. 2017; Grigoratos
et al. 2018; Allgemeiner Deutscher Automobil-Club(ADAC) 2019; Lee et al. 2020). Symbols: x = mean value;
horizontal line = median. Abbreviations: LDV = light-duty
vehicle; HDV = heavy-duty vehicle (for example, a truck).

Photo credit: iStock.com / Anna Bergbauer

Early Warning, Emerging Issues and Futures

Road surface
RunoffWastewater

Soil & Vegetation
Rivers

Lakes
Sediment

Estuaries
Ocean

Figure 9: Schematic diagram illustrating the transportof tyre-wear particles from the source to various
environmental compartments, whereby road runoff
represents the main pathway into soils, surface waters
and sediments.
It is predicted that releases of vehicle tyre particles,
along with those of other non-exhaust materials, such as
brake-wear particles, will increase both in absolute terms

Release into the environment
Small amounts of tyre-wear particles are initially released
directly into the atmosphere, whereas the majority firstsettles on the road surface (Baensch-Baltruschat etal. 2021). From these temporary sinks, they are thenredistributed through wind or water and deposited invarious environmental compartments (Figure 9) (Jekel
2019; Sieber et al. 2020; Cho et al. 2021; Prenner et al.
2021; Giechaskiel et al. 2024). Because road runoff inmany settings is not collected by a sewer system andthus, not delivered to wastewater-treatment facilities, it
plays a central role in transporting tyre-wear particles andassociated pollutants to soils and surface waters (Maltby
et al. 1995a; Maltby et al. 1995b; Boxall and Maltby 1997;
Kumata et al. 2002; Sundt et al. 2016; Parker-Jurd et al.
2021; Chen et al. 2024).
Toxicity
During manufacturing of a tyre, various chemicals andfillers are added to the rubber polymers to enhancematerials processability and to maximize performanceand lifetime of the final product (Table 1, Figure 3). Yet,upon physical, chemical, and microbial degradation oftyre particles, some of these chemical components canbe leached from the particles into the environment or
into the intestines of organisms that have ingested thetyre debris (Spies et al. 1987; Reddy and Quinn 1997;
Kumata et al. 2000; Johannessen et al. 2021). Recent
studies have documented a hazardous potential of several
leached tyre-derived chemicals (Cao et al. 2022; Gieréand Dietze 2022; Jiang et al. 2023; Roubeau Dumont et al.
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Brief2023). For example, zinc as well as organic chemical
additives (Table 1), such as benzothiazole compounds(accelerators) and 6PPD (antioxidant and antiozonant)and/or their derivatives can cause acute and chronic
toxicity to aquatic wildlife, including salmon (Capolupo etal. 2020; Honda and Suzuki 2020; Cuajungco et al. 2021;
Tian et al. 2021; Brinkmann et al. 2022; Foldvik et al. 2022;
Hussain et al. 2022; Page et al. 2022; Peng et al. 2022;
Tian et al. 2022; Yang et al. 2022; Chen et al. 2023; Lo etal. 2023; Bohara et al. 2024).
Some of these problematic tyre-derived chemical
additives and their transformation products have also
been found in lettuce leaves, where they are metabolized
and accumulated (Castan et al. 2023).
Tyre-wear particles that become airborne are typicallysmaller (less than 10 µm across) than those settlingon the road surface (Giechaskiel et al. 2024), and thus
are inhalable (Gustafsson et al. 2008). Because thesmallest particles are produced through thermochemical
processes rather than friction between tyres and roadsurface, this size fraction is chemically different as
well. It consists primarily of carbon compounds andpolymers (Dahl et al. 2006; Park et al. 2017; Johannessen
et al. 2022; Chae et al. 2024), and thus has a different
hazardous potential (Vallabani et al. 2023).

systems (Schütte and Sextro 2021); investing in roadmaintenance to preserve a smooth surface (Gehrke et al.
2023); installing devices behind the wheels that capturetyre-wear particles (Dong et al. 2021); substituting
problematic tyre components with more environmentallyfriendly chemicals to reduce the release of toxic
compounds (Ayar et al. 2021; Börüban Bingöl et al. 2024);
implementing stronger policies, which promote using
public transport to reduce the number of vehicles on theroad and stimulate transporting cargo by rail (Sundt etal. 2016); reducing traffic density and speed (Tian et al.
2017; Querol et al. 2018; Sommer et al. 2018); changing
fleet composition to smaller and lighter vehicles(Andersson-Sköld et al. 2020); enhancing on-board driverassistance and traffic-management systems to facilitate
traffic flow with fewer brake maneuvers (Gieré and Dietze
2022); and consumer education on driving behavior, tyre
choice, maintaining correct tyre-inflation pressure, vehicle
maintenance (e.g., wheel alignment) and environmental
impacts of driving (Fussell et al. 2022). The current
efforts by the tyre industry to substitute some major
components, such as carbon black and silica, with moresustainably-sourced materials (Lolage et al. 2020; Scott2023) are a promising way forward, but the issue of the
toxic chemical tyre additives must also be addressed,
requiring swift action.

Mitigation
The transport of tyre-wear particles to locations far
from the source of release can be reduced by various
measures, including: applying porous asphalt to trap tyre
particles on the road surface (Kole et al. 2017; MieraDominguez et al. 2023; Svensson et al. 2023); sweeping
and rinsing of the road surface in high-traffic areas(Querol et al. 2018; Piscitello et al. 2021); spraying wateror hygroscopic solutions onto the road surface to keep
it moist, thus preventing resuspension and dispersionof road dust (Fussell et al. 2022; Gehrke et al. 2023);
improving stormwater management to reduce roadrunoff into soils and surface waters by installing roadsidesettling ponds and gullies (Furuseth and Rødland 2020;
Gehrke et al. 2023); connecting road-drainage systems towastewater-treatment infrastructure while, at the sametime, banning the use of the resulting sewage sludge as
fertilizer (Gieré and Dietze 2022); and by planting suitable
vegetation which, depending on geometrical featuresand surface roughness of the leaves, can trap tyre-wear
particles along roadsides (Cho et al. 2021). Once thetyre-wear particles are in the soil or surface waters, it isalmost impossible to recover them.

What has been done?
Measures to alleviate the problems of abundance andhazardous potential of tyre particles in the environment
are focused on both prevention and mitigation (Piscitello
et al. 2021; Gehrke et al. 2023).
Prevention
Prevention methods to minimize tyre-particle emissions
at their source include: advanced design of tyre materials,
such as modification of rubber into a self-healingmaterial, capable of repairing damage and delaying
tyre aging (Mandal et al. 2023a; Mandal et al. 2023b);
innovation in developing new road pavements (MieraDominguez et al. 2023); optimizing the automotive axle
Early Warning, Emerging Issues and Futures

Photo credits iStock.com / Vladimir Razguliaev

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Table 2: Roles of various stakeholders in addressing tyre-particle emissions and reducing the environmental impact oftyre manufacturing and usage
Stakeholder

ActionGovernments(national, regional,
and local)• Invest in research on environmentally friendly tyre design• Policies to regulate tyre-particle emissions and to reduce the number of vehicle-kilometres travelled• Certain chemical components added during the tyre manufacturing process should be regulated or banned to reduce their
documented toxic effects• Information related to chemical additives used for tyre manufacturing should be disclosed• Strong public policies must be developed and implemented to target non-exhaust traffic emissions

Businesses (e.g.,tyre and car
manufacturer,
maintenance,service provider,recyclers)• Advanced design of tyre materials, such as modification of rubber into a self-healing material, capable of repairing damage
and delaying tyre aging• Substituting problematic tyre components with more environmentally friendly chemicals to reduce the release of toxic
compounds• Substitute components, such as carbon black and silica, with more sustainably-sourced materials• Enhance on-board driver-assistance systems

Municipalities• Invest in road maintenance to safeguard a smooth surface• Install traffic-management systems to facilitate traffic flow with fewer brake maneuvers• Direct road drainage to wastewater-treatment facilities

Consumers and
users

•
•
•
•
•

Reduce overall speed
Avoid rapid acceleration and braking
Drive with correctly inflated tyres
Use smaller and lighter vehicles
Choose public transport

What are the policy implications?
To reduce emission of tyre-wear particles and tominimize their dispersion into various environmental
compartments, measures must be taken by a variety of
stakeholders (Table 2), including tyre manufacturers, theautomotive industry, road-construction companies, thewastewater sector, governments, research institutions,and environmental organizations, as well as educatorsand the media (European Tyre & Rubber Manufacturers
Association (ETRMA) 2019; Gehrke et al. 2023). These
stakeholders must be brought together in a joint effort toraise awareness in the society at large and to find suitable
solutions to the ever-increasing accumulation of small
tyre-wear particles in the environment and the associatedrelease of hazardous chemicals during their degradation.
Unlike in the case of vehicle exhaust emissions, there
are only a few policy instruments targeting non-exhaust
Early Warning, Emerging Issues and Futures

traffic emissions. For example, in the European Union,
various efforts exist to regulate tyre-particle emissions
and to reduce the number of vehicle-kilometres travelled;
measures include economic disincentives and/or
potentially actual emission limits for heavier vehicles, aswell as various incentives to increase the use of public
transportation (OECD 2020). Elsewhere, the Road Traffic
Regulations, issued by the government of Ghana, forexample, prohibit the use of under- and overinflated
tyres (Driver and Vehicle Licensing Agency (DVLA) 2012),
which helps in reducing tyre-particle emissions (forexample Fisher 2017).
On the material side, while essential tyre properties
and safety requirements must be maintained,
certain chemical components added during thetyre manufacturing process (e.g., 6PPD, PAHs,
benzothiazoles) should be regulated or banned to reduce
their documented toxic effects. An example of such ameasure is a European Commission Regulation thathas prohibited the placing on the market of extender oils
or using them for the manufacturing of tyres or partsof tyres, if they contain certain PAHs in concentrations
above a given limit (European Commission (EC) 2009).
Elsewhere, new legislation implemented by California’s
Department of Toxic Substances Control (DTSC) 2023a,
DTSC 2023b) mandates that tyre manufacturers search
for alternatives to one of the main chemical additivesof concern (6PPD). Similar initiatives should be pursued
by governments around the world. In addition, effective
policies must also be developed and implemented to
improve transparency regarding the various chemicals
used during tyre manufacturing (Trudsø et al. 2022).
In urban areas, road drainage systems should beconnected to wastewater-treatment facilities, which havebeen documented to retain a major part of the tyre-wear
particles (Baensch-Baltruschat et al. 2021; Parker-Jurd
et al. 2021). The treatment of road runoff should also
include procedures for the abatement of various organic
chemicals contained in tyre-derived particles, and moregenerally, in road dust. Limited budgets or other prioritiesof policymakers (for example in low- and middle-income
countries), however, may delay implementation ofthese recommendations, especially where the transport
infrastructure is older.

Conclusions
Additional research as well as innovation and effective
policies are urgently needed to lower the emissions oftyre-wear particles into the environment. Information
related to chemical additives used for tyre manufacturing
should be disclosed, and regulations should ensure
the use of safer and more sustainable alternatives.
Other important measures include improvement oftraffic-management and road-drainage systems, strictly
enforced regulations on speed limits, and enhanced
driver education.

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Suggested citation

United Nations Environment Programme (2024). Vehicle tyre particles in the environment - Foresight
Brief 034
URL - https://wedocs.unep.org/20.500.11822/46239
DOI - https://doi.org/10.59117/20.500.11822/46239

Authors

Reto Gieré, University of Pennsylvania, Philadelphia, USA
Jaydee Edwards, University of Pennsylvania, Philadelphia, USA
Volker Dietrich, German Meteorological Service, Freiburg, Germany
Radek Stoček, Polymer Research Lab and Tomáš Bata University, Zlín, Zlín, Czech Republic
Gert Heinrich, Dresden University of Technology, Dresden, Germany

Acknowledgements
Reviewers
UNEP Reviewers

Feng Wang, Claudia Giacovelli, Stephanie Laruelle, Felipe Dall and Markos Ieridis, Raymond
Brandes, Bavelyne Mibei, Carly Koinange, Pinya Sarasas, Angeline Djampou, Jane Muriithi,
Samuel Opiyo

External Reviewers

Karen Raubenheimer, Senior Lecturer, ANCORS, Faculty of Business and Law, University of
Wollongong, New South Wales, Australia
Mary Ellen Ternes, Senior Fellow, Law and Policy, Global Council for Science and the Environment
Hideshige Takada, Ph.D, Professor, Laboratory of Organic Geochemistry (LOG), Tokyo University ofAgriculture and Technology, Fuchu, Tokyo, Japan
Prof. Marian Asantewah Nkansah (PhD, MRSC, -- FGA), Associate Professor, Department ofChemistry, Kwame Nkrumah University of Science and Technology, (KNUST), Kumasi, Ghana

EditorAlison Bullen

Foresight Brief Team

Alexandre Caldas, Sandor Frigyik, Audrey Ringler, Esther Katu, Pascil Muchesia

Production

System Analysis and Foresight Briefs Unit, Big Data Branch, Early Warning and Assessment
Division, UNEP

Contact

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