Winners and losers of the Euro 7 pollution plan


Air quality: The European Union says prolonged exposure to fine particle and NOx pollution from road traffic was responsible for more than 70,000 premature deaths in 2018, including 300,000 deaths from air pollution as a whole. Road transport accounted for 39% of harmful NOx emissions that year, according to the EU.

City dwellers, many of whom do not own cars, are particularly affected, with road transport accounting for 47% of NOx emissions in cities. Limiting these pollutants could save thousands of lives in the future; in 2035, according to the EU, Euro 7 regulations will reduce NOx emissions from passenger cars and vans by 35%, and by 56% for buses and trucks. Brake particles will be reduced by 27%.

The emissions control industry: AECC, the trade group that lobbies on behalf of companies like Johnson Matthey, NGK and Vitesco that make catalysts and filters, had called for an “ambitious” Euro 7 proposal. It didn’t necessarily get it, but everything tougher pollution regulations mean more content per vehicle for its members. The official reaction from the AECC is that it “welcomed” the Euro 7 proposal – and, unsurprisingly, urged the European Parliament and Council to adopt the rules as soon as possible. In the long term, however, the effective EU ban on internal combustion engines after 2035 means that revenues for these companies in Europe will decline sharply.

Brake and tire suppliers: A central promise of Euro 7 is that it will set limits for particulate matter from brakes and tyres, meaning companies like Brembo and Michelin will be able to bring new technology to market at almost certain cost to their customers. . Brembo, for its part, claims that its Greentive brake disc, when combined with a special friction material for the pads, can reduce particulate emissions by 50%. Note that brake dust limits for vehicles of 3.5 metric tonnes or less are set at 7 mg/km until 2035, then 3 mg/km thereafter; but tire emission limits have not yet been set.


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