The European Union is introducing groundbreaking rules to limit brake emissions from vehicles starting next year, marking the first global attempt to regulate non-exhaust pollution, a major contributor to urban air quality problems. These new Euro 7 standards aim to reduce particulate matter released by brake wear, which experts say is becoming the dominant source of vehicle-related pollution in many cities as tailpipe emissions decline.
Brake Wear: The Rising Source of Urban Pollution
While exhaust emissions from vehicles have dramatically decreased over the last decades due to stricter standards and the rise of electric vehicles (EVs), non-exhaust emissions from brakes, tyres, and road surfaces have gained prominence. Brake wear, which produces fine particulate matter (PM), is now recognised as a key pollution source in urban environments. According to EIT Urban Mobility, an EU-backed organisation focused on sustainable transport innovation, brake wear accounts for the largest share of non-exhaust vehicle emissions in many major cities.
“Brake dust contains microscopic fragments of metal, black carbon, and other particles generated by the friction and wearing of braking materials,” explains Adriana Diaz, Director of Innovation at EIT Urban Mobility. “There seems to be limited public awareness of this pollution, despite its substantial health impacts.”
Scientific studies suggest that brake dust may pose greater risks to respiratory health than diesel exhaust, given that the particles penetrate deep into the lungs. This shift in pollution sources poses a pressing challenge, particularly in dense urban areas with frequent stop-start traffic conditions that accelerate brake wear.
The Euro 7 Regulations: Scope and Impact
Under the forthcoming Euro 7 framework, new vehicles will be restricted in terms of brake particulate emissions, capped at between 3 and 11 milligrams of PM10 per kilometre depending on vehicle type. PM10 refers to particles smaller than 10 micrometres in diameter, which can penetrate the respiratory system and cause adverse health effects.
“The typical European passenger car currently emits about 8.8 mg/km of PM10 from brake wear, particularly those equipped with grey cast iron discs and low-steel brake pads,” notes EIT Urban Mobility’s data. The EU projects the new standards will reduce brake-derived particle emissions from cars and vans by around 27% by 2035.
François Cuenot, Secretary of the Working Party on Pollution and Energy within the United Nations Economic Commission for Europe (UNECE), highlights the regulatory strategy: “Brake emissions are easier to measure and regulate than other non-exhaust sources because braking systems can be isolated and tested in laboratories. Tyre and road wear, in contrast, involve more complex interactions.”
Other global markets are expected to follow Europe’s lead. “China is likely to introduce its own brake emission limits under the forthcoming China 7 standards by the end of 2025, focusing particularly on even smaller PM2.5 particles,” says Artur García, engineering manager at DRiV, an auto parts manufacturer.
Technologies and Innovations in Brake Emissions Reduction
Manufacturers are responding with various technical solutions to meet the Euro 7 limits. François Cuenot identifies two primary approaches: applying protective coatings to brake discs to reduce wear, and altering brake pad materials to less abrasive compounds.
Different regions favour distinct brake pad compositions to balance driver comfort and performance. Europe, Africa, and parts of Asia and Latin America commonly employ low-steel brake pads, prized for responsiveness, while North America and East Asia tend to use non-asbestos organic pads that offer smoother operation and significant PM10 reductions.
However, concerns persist over the environmental toxicity of certain brake materials, especially copper, cobalt, and nickel, which can contaminate water sources and affect human health. The EU bans asbestos in brake pads and California enforces additional copper restrictions, though Euro 7 does not currently tighten material content rules.
Some manufacturers have proactively introduced brake products that exceed regulatory demands. Brembo’s Greentell brake set, for instance, is free of copper, cobalt, and nickel and utilises laser metal deposition to create durable, low-emission surfaces. “This premium technology reduces PM10 emissions by 60-90% in lab testing while maintaining driving enjoyment,” states Fabiano Carminati, Brembo’s head of brake-disc development.
Similarly, Tenneco’s Fuse+ brake pads employ advanced friction materials, cutting PM10 levels by 60% and reducing brake noise a benefit increasingly appreciated by electric vehicle owners.
Alternatives and Future Directions
Beyond new brake pads, alternative disc materials such as carbon-ceramic composites could cut PM10 emissions by more than 80%, according to EIT Urban Mobility. Additional technologies include particulate filters designed to capture brake dust before release, although their long-term efficacy depends on vehicle owners’ maintenance diligence.
Traditional drum brakes may experience renewed application due to their enclosed design, which contains wear particles. While disc brakes dominate for their durability and performance, drum brakes reportedly generate approximately 23% less wear yet have historically been more susceptible to overheating.
Costs, Consumer Awareness, and Broader Implications
The introduction of Euro 7 brake emission limits is expected to elevate costs for vehicle manufacturers due to the need for research, new materials, and compliance testing. While premium vehicles may already feature low-emission braking systems, affordability remains a concern for mass-market adoption.
Kevan Gibbons, a Manchester-based garage owner with over four decades’ experience, notes a general lack of public interest in brake dust pollution. “Nine out of ten customers don’t consider brake dust’s health or environmental impact. With rising living costs, it all comes down to money,” he says.
Despite these challenges, experts agree that regulating brake emissions is a valuable step toward cleaner air but caution it is not a panacea. Diaz underscores the necessity of complementary measures: “While addressing brake pollution is good and necessary, the biggest improvements will come from rethinking urban mobility reducing car dependency and promoting alternative transport modes.”
Cities worldwide are experimenting with low-traffic zones to decrease overall vehicle use. Barcelona’s “superblocks,” which restrict traffic in designated neighbourhoods, serve as a promising model, showing growing public acceptance despite initial resistance.
“People will appreciate and welcome cleaner, healthier cities,” Diaz adds optimistically, emphasizing that achieving substantial air quality gains requires combining technological innovation with urban policy reforms.
Conclusion
As exhaust emissions decline, non-exhaust sources like brake wear are becoming critical to urban air quality. With the introduction of the world’s first brake emission limits under the EU’s Euro 7 standards, the automotive industry faces new technical and regulatory challenges. These measures, coupled with broader urban planning initiatives, represent important strides in the ongoing effort to reduce pollution and protect public health in cities worldwide.
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