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Veteran garage owner Kevan Gibbons reflects on the significant transformations he’s witnessed in the automotive industry over his 45-year career.
He notes the increasing size of vehicles and shifts in driving patterns, characterized by more frequent stops.
This stop-and-go driving, prevalent in urban environments, contributes to accelerated brake wear.
Heavier vehicles and elevated temperatures further exacerbate this issue.
According to Mr. Gibbons, brake pad quality and pricing have also declined over time.
He emphasizes the importance of this trend, stating that “the poorer the quality, the more dust you get.”
While tailpipe emissions have seen substantial reductions, other vehicle components are now contributing a larger proportion of pollution.
In many major cities, brake wear has emerged as the primary source of non-exhaust emissions from vehicles, according to EIT Urban Mobility, a European Union-supported organization dedicated to improving urban transportation.
Despite this, “there seems to be limited awareness of this pollution,” observes Adriana Diaz, Innovation Director at EIT Urban Mobility.
Brake dust consists of minute particles of metal, black carbon, and other materials released into the atmosphere through friction and the abrasion of braking components.
Some studies even suggest that brake dust may be more detrimental to lung health than diesel exhaust.
Electric vehicles (EVs) eliminate exhaust emissions and significantly reduce brake wear. Regenerative braking in EVs, which recovers energy to recharge the battery, minimizes the use of friction brakes. However, even EVs equipped with regenerative braking still utilize friction braking systems to some extent.
The automotive industry is now poised to address brake emissions directly, with the European Union set to introduce the world’s first regulations limiting brake emissions next year.
Under the new Euro 7 regulations, brake emissions of PM10 (particulate matter with a diameter of less than 10 micrometers) from new vehicles will be capped at 3–11 mg/km, depending on the vehicle category.
Currently, a typical car with a grey cast iron brake disc and low-steel brake pads, a common configuration in Europe, emits approximately 8.8 mg/km of PM10, according to EIT Urban Mobility.
The EU anticipates that these regulations will lead to a 27% reduction in particulate emissions from car and van brakes by 2035.
Other regions are likely to follow suit. “China will be the next,” predicts Artur García, Aftermarket Braking Engineering Manager at DRiV (part of Tenneco), a manufacturer of automotive parts.
He anticipates the announcement of China 7 regulations by the end of 2025, with a greater emphasis on PM2.5 (even finer particles than PM10).
Euro 7 will initially target brake emissions before expanding to address other types of non-exhaust emissions.
Measuring brake emissions is simpler than quantifying other non-exhaust emissions “because you can isolate the braking system in labs,” explains François Cuenot, Secretary of the Working Party on Pollution and Energy, a UN organization that sets standards for measuring vehicle emissions.
In contrast, separating emissions from tires and roads, which interact in complex ways, is significantly more challenging.
Mr. Cuenot outlines two primary strategies that manufacturers will employ to reduce brake emissions.
The most cost-effective approach involves applying a coating to strengthen brake discs, thereby minimizing wear. Manufacturers can also modify the composition of brake pads to incorporate materials that exhibit lower wear rates.
Different regions have adopted varying brake pad compositions, prioritizing either performance or comfort. Africa, Europe, Latin America, and South Asia generally favor low-steel brake pads, which offer enhanced responsiveness.
Non-asbestos organic brake pads are more prevalent in North America and East Asia. These pads facilitate smoother driving over extended distances and significantly reduce PM10 emissions.
Concerns also exist regarding the toxicity of brake pad components, which can impact water quality and human health. The EU has banned asbestos in brake pads, while California has extended restrictions to include copper.
Euro 7 does not impose further limitations on materials used in brake pads. EIT Urban Mobility expresses concern that low-wear brake systems may utilize more toxic materials.
However, some manufacturers have chosen to exceed regulatory requirements. The Greentell brake set from Italian manufacturer Brembo is free of copper, cobalt, and nickel.
Greentell utilizes a technique called laser metal deposition, which employs a high-powered laser beam to melt a material (such as powdered metal) and deposit it in layers onto a surface.
Fabiano Carminati, Head of Brake-Disc Development at Brembo, explains that the company selected laser metal deposition for this premium brake product because it delivers optimal results in terms of both emissions reduction and driving experience.
Brembo reports that Greentell reduces PM10 emissions by approximately 60% to 90% in laboratory testing, depending on the vehicle and its original braking system.
Automotive parts manufacturer Tenneco also offers copper-free, lower-emissions brake products. According to the company, its Fuse+ brake pads, incorporating a new friction material, reduced PM10 emissions by 60% in internal tests.
These pads also contribute to noise reduction, an aspect that electric vehicle drivers tend to notice more, such as squeaky brakes.
Regarding other materials, EIT Urban Mobility estimates that replacing grey cast iron discs with carbon-ceramic composite discs reduces PM10 emissions by 81%.
Particle filters can also be installed to capture brake dust. However, Mr. Cuenot notes that regularly maintaining the filter may pose a burden for vehicle owners. He adds that “if you don’t maintain the filter, then the emissions will go in the atmosphere.”
Drum brakes may also experience a resurgence due to Euro 7. In drum brakes, friction is generated by brake shoes pressing against the interior of a rotating drum. As Mr. Cuenot explains, “they keep everything inside the drum,” thus containing the particles.
Tenneco has observed that the previously rapid decline in demand for drum brakes in the automotive aftermarket has slowed.
According to EIT Urban Mobility, drum brakes produce approximately 23% less wear than disc brakes, which involve a rotating disc and brake pads. However, drum brakes have historically been less durable than disc brakes, particularly under high heat conditions.
Mr. Cuenot suggests that with lower-emitting brake systems, drivers may eventually notice less brake dust accumulating on their wheel rims.
Meanwhile, automakers may face higher costs for brake components. Companies will need to address the added expenses of research and development, different materials, and potentially new testing systems to ensure regulatory compliance.
Luxury and premium vehicles may already be equipped with lower-emissions brake systems, which are more expensive. The EU regulations will extend the use of these systems to more affordable cars.
However, the situation may differ in regions without limits on non-exhaust emissions, such as the UK.
Mr. Gibbons, based in Manchester, England, notes that in his experience, nine out of ten customers are unconcerned about the health or environmental impacts of brake dust and other similar issues.
Given the high cost of living, “it just comes down to one word, and that’s money.”
On a positive note, reducing brake emissions should contribute to improved air quality. However, mobility experts emphasize that this is only a limited solution to the broader health and environmental consequences of cars, including electric vehicles.
“I think it’s good that there is a specific and concrete call for action,” Ms. Diaz asserts. “It’s absolutely necessary.” However, she stresses that more significant progress will come from reorganizing cities and shifting transport modes to reduce overall driving.
While this approach is more politically challenging than imposing brake emissions limits, Ms. Diaz remains optimistic, citing the growing acceptance and enjoyment of low-traffic superblocks among residents of Barcelona .
“There will be resistance, but in the end people will appreciate and welcome having cleaner cities that we can enjoy.”
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