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EARPA Position Paper - Non Exhaust Particle Emissions - Gaps and Research Needs
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Even electric cars, which don't have tailpipe pollution, still create harmful particle pollution from brakes, tires, and road wear—and because EVs are heavier, this "non-exhaust" pollution can actually be worse. This paper reviews current research and finds that these particles now make up the vast majority of traffic-related air pollution, but scientists still don't fully understand how tiny nanoparticles from tire and brake wear affect our health, or how much of this debris ends up contaminating our soil and water. The takeaway: switching to electric vehicles alone won't solve pollution from driving, and more research and stronger regulations are need
Non-Exhaust Emissions (NEE)—mainly from brakes, tires, and road wear—have become the dominant source of transport-related particulate matter (PM) pollution as exhaust emissions decline. Today, NEE account for over 90% of road transport PM₁₀ and 80% of PM₂.₅. While electrification reduces tailpipe emissions, Battery Electric Vehicles (BEVs) may increase tire and brake wear due to their higher weight, partly offsetting environmental gains. New regulations under Euro 7 will introduce the world’s first brake emission limits for passenger BEVs from 2026–2027 and phased tire abrasion standards from 2028 onward. However, airborne tire emissions and Heavy-Duty Vehicle (HDV) non-exhaust emissions remain insufficiently regulated, with standards for HDVs only expected after 2030. Several mitigation technologies show promise: Regenerative braking in BEVs can reduce brake wear particles by up to ~90%. Low-wear brake materials, such as tungsten carbide coatings or carbon-ceramic discs, significantly lower PM emissions. Tire wear capture systems and smoother driving practices can reduce emissions substantially. Road surface innovations, such as rubber-modified asphalt, may halve tire and road wear particle generation. Despite progress, major knowledge gaps remain: The health impacts of nanoparticles (<100 nm) and volatile particles are poorly understood and not adequately captured by current PM mass-based regulations. Most brake and tire particles are non-airborne, contaminating soil and water systems with limited regulatory attention. Significant uncertainty exists around chemical composition, source attribution, aging, and secondary particle formation. HDV emissions remain understudied and lack standardized measurement methods. Methodological limitations also hinder progress. Current laboratory tests poorly represent real-world driving conditions, temperature effects, and whole-vehicle interactions, while field measurements face contamination challenges and lack harmonized protocols. The paper recommends a coordinated research agenda focused on: Health and environmental impact assessment, especially nanoparticles and ecosystem contamination. Improved measurement methods, including real-world campaigns, whole-vehicle testing, harmonized standards, and HDV methodologies. Emission reduction strategies, such as lightweight materials, optimized driving behavior and vehicle control, improved tire/brake materials, climate-adapted solutions, and road surface improvements. The overall message is that NEE are an increasingly critical air quality and public health challenge. While EU-funded projects and Euro 7 regulations are important steps, sustained research and investment beyond current programs will be necessary to develop effective long-term solutions.
More Papers Like This
Non-Exhaust Particle Emissions – Gaps and Research Needs
AI summary Read the abstract
Researchers review the regulatory and measurement gaps in non-exhaust vehicle emissions — tire and brake wear particles — noting that electric vehicles' greater weight increases these emissions by 7–17% compared to combustion vehicles, and that Europe's Euro 7 framework is just beginning to establish brake emission limits while tire abrasion standards remain unmeasured and unregulated.
Non-Exhaust Particle Emissions – Gaps and Research Needs
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Researchers review the regulatory landscape for non-exhaust particulate emissions, noting that tire and brake wear now account for over 90% of road-transport PM10 as exhaust controls have improved, while the added mass of electric vehicles increases tire wear PM by 7–10% and brake wear PM by 12–17%—with EU limits for brakes already set and tire abrasion limits phased in from 2028.
Physical and chemical characteristics of particles emitted by a passenger vehicle at the tire-road contact
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As electric vehicles reduce tailpipe pollution, a different problem is growing: dust from tires, brakes, and roads grinding together as you drive. This study found that these particles almost always mix with road dust rather than existing as pure tire or brake fragments, and they carry heavy metals like barium, manganese, and chromium, meaning the air pollution from just driving on roads (even in an EV) deserves as much attention as exhaust fumes have gotten. This matters because these tiny particles can be breathed in, and unlike exhaust emissions, they aren't going away as cars go electric.
Analysis of vehicle-related non-exhaust PM10 and emerging pollutants in Beijing with machine-learning
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Electric cars don't have tailpipe exhaust, but researchers found that as more EVs hit the road in Beijing, pollution from tire and brake wear—including heavy metals and microplastics—is making up a bigger share of harmful particle pollution. This matters because switching to electric vehicles reduces one type of air pollution but doesn't eliminate it, and features like regenerative braking help cut down heavy metals but do little to reduce microplastic pollution, which can affect air and water quality and potentially human health.
Real-World Emission Dynamics of Tire and Road Wear Particles: Impacts of Micro-Driving Behaviors and Roadway Characteristics
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Tiny bits of rubber and road material fly off your tires every time you brake, turn, or speed up, and this study found that certain driving habits and road designs create more of this pollution than others. As electric vehicles (which are heavier) become more common, this tire dust could become a bigger source of breathable particle pollution than car exhaust, making smarter road design and driving habits matter more for air quality.
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