The Association of Natural Rubber Producing Countries (ANRPC) has released its Monthly Natural Rubber Statistical Report for June 2026, documenting a period of price resilience within the sector. This stability persisted despite seasonal supply improvements and firm downstream demand, set against a backdrop of significant geopolitical friction and macroeconomic volatility. The month of July presented a starkly different energy landscape compared to June, as renewed regional conflicts and major shipping route disruptions replaced the brief period of stability following the provisional reopening of the Strait of Hormuz.

The escalation in Middle Eastern tensions exerted considerable upward pressure on global energy markets. Brent crude oil averaged approximately USD 83.76 per barrel in July, with the spot price surging to USD 96.95 per barrel by the end of the month. This sharp increase was primarily attributed to fears of potential restrictions on oil shipments through the strategic waterway, amplifying supply risks and embedding a higher risk premium within oil pricing structures.

Physical natural rubber prices exhibited divergent trends across major grades during the month. The Kuala Lumpur market saw SMR-20 average USD 2.22 per kilogramme, representing a month-on-month decline, while STR-20 in Bangkok followed a similar downward trajectory. RSS-3 also registered a decrease, contrasting with RSS-4, which posted a notable gain. Latex-in-bulk prices softened over the same period. Trade flows showed mixed results, as Chinese imports contracted, while significant import growth was recorded for India, Viet Nam and Malaysia. On the export front, shipments from Thailand, Viet Nam and Malaysia advanced, whereas Cambodia and Indonesia experienced moderate declines.

For the full year 2026, the ANRPC projects global production to expand by over two percent to reach 15.279 million tonnes, driven primarily by anticipated increases in Thailand, China, India and Malaysia. However, on a monthly comparative basis, July 2026 production is estimated to be over five percent lower than the same month in the previous year, though seasonal recovery is expected in key producer nations. Global demand is forecast to grow modestly by 0.4 percent for the year, with consumption in July rising year-on-year, supported by robust tyre manufacturing and electric vehicle-related demand, as well as a strong manufacturing performance and record auto sales in India.

Currency valuations saw the Malaysian ringgit and Thai baht trade within defined ranges against the US dollar. Futures markets reflected the mixed sentiment, with the SHFE September 2026 contract averaging 16,802.61 CNY per tonne, while the SGX September 2026 contract averaged USD 2.14 per kilogramme, both registering month-on-month declines. The overall data suggests a market navigating the complex interplay of supply recovery, shifting trade dynamics and persistent geopolitical uncertainty.

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Europe’s tyre industry stands at a crossroads as mounting regulatory pressure, resource constraints and circular economy targets reshape the end-of-life tyre landscape. Despite Germany achieving one of the world’s highest recycling rates, an estimated 100,000 tonnes of used tyres continue to leave the country annually, undermining domestic recovery efforts. In conversation with Tyre Trends, AZuR Network Coordinator Anna-Maria Guth outlines the policy reforms, recycling technologies, retreading opportunities and cross-border collaboration needed to keep valuable raw materials in circulation and build a fully circular European tyre ecosystem.

What gaps in the traditional tyre value chain led to the establishment of the AZuR network?

In Germany, we have a very high recycling rate for end-of-life tyres. However, following a merger of certified tyre disposal companies that collect and sort tyres, it became clear that we needed to bring all stakeholders together to really make progress. The excellent response to the AZuR network shows that this is the right approach.

The European tyre industry is under increasing pressure regarding emissions, waste management and the circular economy. What policy measures are still needed to accelerate the widespread adoption of tyre recycling?

Couple of policy implementations must be achieved in order to reach this goal. The first is a strict ban on the export of ELTs and rigorous enforcement of this regulation. Secondly, clear, predictable and statutory regulations regarding the use of ELT granulate. Lastly, consistent implementation of circular economy strategies.

What role can recovered carbon black (rCB) play in reducing Europe’s dependence on primary fossil raw materials?

The pyrolysis companies in the AZuR network are making great strides in improving the quality of rCB. We are optimistic that in the foreseeable future, we will be able to produce a grade that allows the material to be incorporated into new tyres in larger quantities. That would be a major breakthrough and would create real added value as it would keep the raw materials within the circular economy.

How does AZuR distinguish between mechanical recycling, devulcanisation and pyrolysis in terms of sustainability and scalability?

Within the network, we adhere to the European waste hierarchy viz-a-viz prevention, reuse, recycle including mechanical and chemical and, finally, thermal recycling.

We are open to all technologies when it comes to processes. However, it is clear that in the interests of the circular economy, we want to minimise thermal recovery. And this also applies to pyrolysis oil provided it is not used for the production of new products but as a secondary fuel.

How close is the tyre industry to establishing tyres made with recycled materials without compromising on performance?

Some manufacturers are already field-testing tyres containing over 70 percent recycled and bio-based raw materials. The industry is very active in this area. However, we would like to see a more nuanced approach to recycled materials and bio-based materials.

Bio-based materials cannot be the solution in the medium term and the EUDR is already restricting the use of bio-based materials in Europe. Our focus must be more on recycled materials and their qualities so that raw materials can be kept in the cycle.

More than 500,000 tonnes of end-of-life tyres are generated in Germany every year. What are currently the biggest bottlenecks in the infrastructure for collection, sorting and processing?

At present, the SME sector in Germany is structured in such a way that all tyres generated can be collected, sorted and processed. Our biggest challenge is that the material is currently being exported rather than ending up with responsible companies in the circular economy. We estimate that around 100,000 tonnes are exported annually without proper regulation.

How will the network influence future EU regulations on the circular economy?

We are delighted to be engaging in growing dialogue with EU bodies, which enables us to raise the profile of the circular economy, which is dominated by small and medium-sized enterprises. Our aim is to set the right course at European level as quickly as possible so that companies can work successfully with the materials and keep as many raw materials as possible in the cycle.

Which groundbreaking technologies or business models are currently attracting the most attention?

There are quite a few, and to name just a few, we have companies in the network working on AI-driven solutions for tyre sorting as well as start-ups producing devulcanised materials for the new tyre industry or AI-assisted machines for the professional regrooving of truck tyres.

How important is cross-border cooperation in establishing a sustainable circular economy for tyres across Europe, rather than in isolated national markets?

AZuR started as a German network, but we can now safely say that we have become a European network. We have partners from Italy, the Netherlands, Austria, Ukraine, Estonia and Poland. All these countries face similar challenges as the relevant legislation is often decided at European level and we can achieve very little at national level. We can only take the big steps together in Europe.

How difficult is it to reconcile economic interests within such a diverse ecosystem?

All AZuR partners are united by a shared vision of 100 percent recycling of end-of-life tyres generated in Europe. We know that this is economically viable. However, we also know that we can only tackle the hurdles that are currently preventing us from reaching our goal by working together.

Our target of 100 percent recycling of end-of-life tyres is very realistic and, in our view, can be achieved in the short term with the right measures.

How do you respond to the market’s ongoing concerns regarding the safety, quality and performance of retreaded tyres?

The retreaders currently operating in Germany are industrial retreaders whose quality standards are in no way inferior to those of new tyre manufacturers. Real-world use shows that there are no quality limitations with retreaded tyres. When retreaded, the casings from premium manufacturers offer a quality comparable to that of the original new tyre.

Incidentally, the safety of the technology is demonstrated by retreaders of aircraft tyres as such tyres are retreaded 12 to 14 times and are highly relevant to safety. And retreading is the ideal solution for recycling as it allows the tyre to be used a second and third time as a tyre.

Why has retreading uptake in the passenger car sector remained relatively limited compared to that in the commercial vehicle sector?

One of the major challenges facing retreading in the passenger car sector is the vast variety of sizes, which makes retreading economically unviable. We are constantly seeking dialogue with vehicle manufacturers on this issue.

Furthermore, passenger car tyres are often in use for longer because they are driven less frequently, meaning fewer casings are available for retreading. However, we believe in passenger car tyre retreading, particularly given the growing share of electric vehicles, and are delighted that a retreader in Germany will be relaunching operations in this segment this year.

How important will AI, predictive analytics and sensor-based tyre management become over the next decade?

Smart tyre management is both an economic factor for haulage companies and an environmental one. We know that how a tyre is used has a significant impact on its service life. And at the top of the waste hierarchy is waste prevention. Here, both the new tyre industry and users are called upon to make optimal use of tyres so that they can remain in service for as long as possible.

What would success look like for AZuR in the next five years?

We would have reason to celebrate if we were to achieve the following key objectives in the coming years. The objectives include 40 percent market share for retreaded lorry tyres in Europe, 10 percent market share for retreaded passenger car tyres in Europe, 100 percent recycling of end-of-life tyres in Europe and clear legal regulations governing the use of recycled ELTs.   

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Epsilon Carbon has significantly expanded its manufacturing footprint with the formal activation of a new 300,000-tonne-per-annum speciality carbon plant in Vijayanagar, Karnataka. This latest addition brings the company’s aggregate production capacity in this segment to 600,000 tonnes annually, a development that elevates the firm to a leading position among domestic producers and reinforces India’s broader influence in the international speciality carbon market.

The new installation operates on a fully digitised manufacturing architecture, incorporating real-time process monitoring, automated quality controls and interconnected production systems. Such technological integration is intended to minimise operational variability, maximise throughput and provide overseas buyers with a stable and predictable supply base across multiple product categories.

Output from the Vijayanagar complex will encompass a wide array of coal-tar derivatives, including binder and impregnated pitches, refined naphthalene, anthracene and creosote oils and wash oil. These intermediates find application across a spectrum of heavy and light industries, ranging from primary aluminium and graphite electrode production to tyre compounding, pigment formulation, pharmaceutical synthesis and speciality construction materials.

Looking ahead, the company has outlined a trajectory towards further capacity enhancement, with a proposed integrated facility in Jharsuguda, Odisha, expected to push total speciality carbon output to one million tonnes per annum by the end of the decade. Meanwhile, the Karnataka plant has been configured with closed-loop water management, recycling all treated effluent internally, and derives its entire power requirement from a 17‑megawatt captive unit running on recycled process off-gases. Certifications such as Responsible Care, EcoVadis Silver and SA8000 attest to the company’s adherence to stringent safety, environmental and labour standards.

Gaurav Mathur, Chief Executive Officer, Epsilon Carbon, said, "This expansion reflects India's growing capability to become a global supplier of speciality carbon materials. With 600,000 TPA of Speciality Carbon capacity, we are strengthening supply chain resilience for both domestic industries and international customers, particularly the global aluminium sector. As the world looks to diversify supply chains, Epsilon Carbon is proud to contribute to India's emergence as a reliable, sustainable and globally competitive manufacturing hub."

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HS HYOSUNG ADVANCED MATERIALS participated in the China Composite Expo 2026 (CCE 2026), held at the National Exhibition and Convention Center in Shanghai from 1 to 3 September. This annual event stands as Asia’s largest specialised exhibition for composite materials, drawing a significant global audience.

The company has been a consistent participant in CCE since 2013, leveraging the expo to progressively reinforce its foothold in the Asian market. At this year’s showcase, the strategic focus was on its portfolio of high-performance carbon fibre products, which are increasingly recognised as essential materials for advanced sectors including energy, mobility and aerospace due to their superior tensile strength and modulus.

Central to the presentation were actual samples of TANSOME, the company’s proprietary carbon fibre brand developed through in-house technologies. The exhibit featured a diverse range of applications, from mobility components like automotive wheels, hoods and brake discs to sporting goods such as hockey sticks and pickleball rackets, as well as high-pressure vessels for hydrogen and oxygen, drones and wire cores.

In parallel, HS HYOSUNG ADVANCED MATERIALS emphasised its robust manufacturing capabilities and stable supply chain, supported by production bases in Korea, China and Vietnam. This strategy reinforces its standing as a leading global carbon fibre manufacturer. Notably, the company achieved a milestone in 2011 as the first in Korea to independently develop TANSOME, a material 4 times lighter and 10 times stronger than steel. This was followed by the 2022 launch of H3065, a T-1000-grade fibre with strength exceeding steel by over 14 times, designed for demanding aerospace applications.

Jin Dal Lim, CEO, HS HYOSUNG ADVANCED MATERIALS, said, “This exhibition is an important opportunity to further strengthen strategic partnerships with global customers and demonstrate the outstanding technological capabilities of HS HYOSUNG’s carbon fibre. We will continue to build deeper trust in the global market based on world-class product quality and stable supply capabilities.”

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Bekaert has taken a decisive step towards reshaping its operational footprint in Sardinia by securing a preliminary deal with Nuova Icom, a local engineering entity. The arrangement paves the way for the handover of the Macchiareddu premises and guarantees job continuity for the existing staff stationed there, subject to the final stipulations of the contract.

The decision stems from long-term turbulence in the tyre sector, which has steadily undermined the commercial viability of the plant's primary output. With tyre cord manufacturing struggling to remain profitable amidst evolving industry dynamics, the company concluded that a fundamental operational shift was unavoidable.

This initiative follows an extensive search for sustainable alternatives, emphasising regional employment preservation. Bekaert remains attuned to the social ramifications of the transition and pledges to engage transparently with all affected parties. The prospective ownership change is scheduled for completion by October 2026, pending regulatory clearances and the finalisation of employee consultations.

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