And now, after years of technical and policy work by regulators, experts, advocates and industry representatives to produce an international framework to curb tyre abrasion from passenger cars and vans, the first binding limits have been set. This grip leads to the abrasion of both tire and road surface, producing tiny debris called tire and road wear particles (TRWP). We are committed to understanding any potential impacts of TRWP and contribute to the growing body of research on these particles. The presentation of the entry paths of tire wear into the environment and the hotspots of generation can be used to prioritise reduction measures. Measures should be implemented at a political level, technical solutions applied, and awareness raised among the general public. The absence of fully-developed and standardized methods for tire abrasion testing and measuring TRWP in the environment makes it impossible to reliably compare the tire abrasion behavior of different tire types, determine thresholds, and control mitigation actions. The emissions from tyre abrasion, which releases microplastics into the air and onto road surfaces, will be significantly reduced thanks to the adoption by UNECE of abrasion limits for new tyres for cars and vans (C1 tyres) sold as of 30 June 2028. In the peer-reviewed article entitled "Re-view: Mitigation measures to reduce tire and road wear particles", technical and non-technical measures are described that can be used to prevent emissions from tire and road wear into the environment and reduce the quantities already released. The Group has long been in favor of defining regulatory thresholds for tire abrasion so as to limit tire wear particle emissions worldwide. In this respect, Michelin supports the recommendations of the European Commission encompassed in the Euro 7 standard to adopt tire abrasion limits. TIP’s ongoing program of research is also relevant to guiding mitigation strategies toward an evidence-based approach. This includes the modelling of TRWP fate and transport in soil, air, rivers, and oceans, and environmental sampling to validate models. Due to their persistence in the environmental compartments and their potentially harmful effects, research on preventative and end-of-pipe mitigation strategies for TRWP is essential. With the SUMERA project, the Fraunhofer Institute for Industrial Mathematics ITWM, with support from the state of Rhineland-Palatinate, is developing a digital model that comprehensively simulates tire abrasion for the first time and makes emissions predictable.
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