The proportion of non-exhaust emissions from brake and tire wear has steadily increased in recent years, already accounting for the majority of vehicle-related particulate emissions. Consequently, the Euro 7 standard, which came into force in May 2024, will include non-exhaust emissions generated by brake and tire wear for the first time. A critical question arises: How can non-exhaust emissions be reduced most efficiently? In addition to hardware optimization, the use of intelligent vehicle and traffic control, as well as the optimization of route planning algorithms, can have a significant impact. Especially considering that the driving behavior and road characteristics are representing two of the biggest influencing factors on non-exhaust emissions, which can be targeted by route planning optimization. This study presents an initial step towards optimizing route planning to minimize wear and non-exhaust emissions by estimating the dynamic driving characteristics of specific route trajectories and thus the cumulative friction work. These results can be considered for route selection. The speed profile of a real driving cycle was simulated using a simplified map-based simulation application. A method was developed to derive relevant dynamic driving parameters from the simulated speed profiles to provide an initial friction work and brake emission estimation. The results show a plausible friction work and brake emission estimation compared to real driving tests conducted on the same route and the WLTP-brake trip #10 cycle, which have been used to verify the simulation results. The developed method primarily estimates the emission behavior of brakes over any route profile. The results can be used to better assess potential emission reduction measures, such as implementation into future route planning strategies. In addition, the derived driving parameters can be used to evaluate the selected route with regard to its suitability for specific real driving tests and their requirements. This work represents a preliminary step towards optimizing route planning considering non-exhaust emissions. The method can be extended with additional parameters to estimate tire emissions. Particularly with regard to the upcoming tire abrasion regulation and its measurement method using a convoy, this would also make it possible to assess the selected route before the actual implementation. Furthermore, validation measurements using a non-exhaust measurement vehicle on the open road are necessary to adapt the method more precisely to reality.