In 2021, ADAC (Allgemeiner Deutscher Automobil-Club) presented a report in which the mass of particles generated as a result of winter tire abrasion while driving was determined for selected tire models, these data are presented in Table 1[14]. These particles are one of the main sources of microplastic pollution in both aquatic and terrestrial environments [6; 15; 16; 17]. It is important to note that the majority of pollutant emissions come from tires rather than brakes. In combustion engine vehicles, over 45% of emissions stem from tire wear, while only 25% are derived from brakes. Furthermore, conducted studies have revealed that due to the increased weight of electric motor vehicles, this emission escalates to 61%. This highlights the significant role of tire wear in vehicular pollution, a factor that warrants further investigation, particularly in the context of the growing prevalence of electric vehicles [18; 19; 20]. In the scientific literature, there are known examples of studies aimed at detecting and quantifying particulate matter resulting from tire and road wear. These particles have been identified in various environments, including soil, road tunnels, snow deposits, and \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Trade Name of the Type of Winter Tire Tested** & **Mass of Tires Wearing Out While Driving [g/1000 km]** & **Trade Name of the Type of Winter Tire Tested** & **Mass of Tires Wearing Out While Driving [g/1000 km]** \\ \hline BF Goodrich G-Force Winter 2 & 100 & Barum Polaris 5 & 143 \\ \hline Michelin Alpin 6 & 105 & Continental Winter Contact & \\  & & TS860 & 145 \\ \hline Vredestein Wintrac & 109 & GT Radial Winter Pro 2 & 149 \\ \hline General Tire Altimax Winter 3 & 124 & Laufen i Fit+ LW31 & 159 \\ \hline Nokian WR Snowproof & 127 & Yokohama Bluearth\({}^{+}\)Winter V906 & 163 \\ \hline Dunlop Winter Response-2 & 132 & Falken Eurowinter HS01 & 164 \\ \hline Goodyear Ultra Grip 9+ & 134 & Maxcis Premitra Snow WP6 & 167 \\ \hline Kumho Wintercraft WP51 & 137 & Bridgestone Blizzak LM005 & 171 \\ \hline \hline \end{tabular}
\end{table} 
Table 1: Data based on the ADAC report of December 2021, München [14]. aquatic ecosystems [8; 15; 21; 22; 23; 24; 25]. Simulative studies were also conducted under laboratory conditions to determine the content of tire wear particles. It was observed that the emission of particles varies depending on changes in driving conditions. Physicochemical analyses of these pollutants revealed a high content of carbon and silicon, heavy metals, sulfur, and mineral substances [26; 27; 28]. Research conducted by [PERSON] and [PERSON] demonstrated that under such conditions, the release coefficient of airborne particles (PM\({}_{10}\), PM\({}_{2.5}\)) is merely about 4% of the mass. Consequently, the majority of pollutants from tire residues remain on road surfaces [28; 29]. The methodologies presented in these studies are comprehensive, encompassing sample preparation procedures for subsequent analysis. However, these studies underscore the absence of standardized methods, which impedes the uniformity of the results presented across different research efforts. Furthermore, scientists [PERSON] and [PERSON] in their article highlight the fact that a significant majority of studies are based on the collection of already available data and the estimation of Tire Wear Particle quantities, rather than on an actual determination and conducting of an investigation [30]. There are many studies on the impact of these particles on the aquatic environment [31; 32; 33; 34; 35; 36; 37]. Research on the toxicity of these pollutants indicates that they have a detrimental effect on the photosynthesis of aquatic plants and exert toxic effects on certain filter-feeding species, such as Daphnia magna [15; 38]. Given the potential environmental impact of these particles, it is crucial to determine local emissions in various environments. This will allow for more extensive data collection and enable a more accurate estimation of the pollution level in different regions.