Rubber certainly has its role to play in forest landscapes across the world, with natural rubber plantations having risen as a substantial basis of deforestation. One element that addresses deforestation concerns is the correct certification of rubber – be it natural or synthetic. International Sustainability & Carbon Certification (ISCC), a globally leading certification system, works with the objective of providing sustainability solutions for fully traceable and deforestation-free supply chains, inter alia involving the rubber industry. ISCC was one of the presenters at the Tire Technology Expo 2022 at Hannover, Germany, and Dr Jan M Henke, Director, ISCC, threw light on the nitty-gritty of certifications in the rubber industry, their clients in the tyre and rubber industry and more, in an interaction with Tyre Trends.

Can you tell us about your global sustainability scheme?
Our global sustainability and carbon certification scheme has certified companies in more than 100 countries. We certify entire supply chains from farms to plantations and forestry, and also the point of origin of waste and residues, biogenic and fossil waste. This is also covering rubber and natural rubber. Moreover, we cover biogenic waste and residues, including fossil waste, like carbon black, which is, again, used in the rubber industry. We also certify pyrolysis, where recycled mixed plastic waste can help produce synthetic rubber out of the pyrolysis oil. And we certify the entire supply chain, sustainability of raw material.

What is Meo’s role?
Meo initiated ISCC in a multi-stakeholder process a long time ago. It once was a Meo project and went on to become an operations and certification scheme. It was even recognised by the European Commission and some other authorities. It later got segregated from Meo, and ISCC is governed by the ISCC Association with more than 200 members.

So, what role does Meo play in this in case of certification?
Certification is always by independent, third-party certification bodies. ISCC is the standard development. Today’s ISCC was once a project of Meo. It then went on to become independent and operational, and was no longer a project but an individual entity running and further developing and improving the certification scheme.

The operations of the certification system, database, registration, qualification, training programme, integrity programme, the website and all the day-to-day business is done by ISCC. We are currently incorporating 45 certification bodies that are actually doing the on-site audits based on the ISCC standard.

Is ISCC recognised by the European Union?
Yes, it is being used in many sectors, like in bio energy, bio fuel, renewable transport fuels etc. In fact, ISCC is also recognised by the European Commission and by companies based on their sustainability standards and different industry initiatives.

Hence, ISCC is active on a really broad scale, covering different types of raw materials, natural rubber being one of them. We are also covering waste and residues for pyrolysis and their outputs. We then go to all the different end markets, which can be polymers, rubber, tyres, packaging, all types of plastic products, bio energy or any type of renewable fuels, aviation fuels, maritime fuels etc. This is global and is being used in more than 100 countries.

Tyre companies are talking about sustainability, but the larger part of the industry is of small stakeholders, especially in the natural rubber segment, where traceability and accountability are the main issues. How do you see this?
That’s a big challenge, especially in rubber production. At the cultivation level, there are a lot of small holders. There also exist large plantations that are easier to implement and certify. However, it’s definitely a bigger challenge with the small holders; it always depends on how well they are organised, whether there are certain structures, cooperatives or some central units.

Can you tell us about the certification of natural rubber?
The certification of natural rubber is definitely possible. Palm oil is maybe another example where the setup is quite similar sometimes. Also, with respect to the small holders, sometimes the companies are the same. Furthermore, we are very active in the palm oil sector with ISCC. We now also see a demand for natural rubber sustainability certification.

Is there a different process for getting certified in the rubber industry or is it a standard process?
It’s a standard process. It works on plantation. In fact, it works more or less the same as for palm plantations. But you certainly need to make sure that all the small holders reach a certain level, which is difficult. So starting out, bigger plantations may be easier because it’s easier for them to properly prepare for the certification audits. And then, you need to involve more farmers, step by step.

Who decides the standard process to get the certifications?
ISCC develops the standards and the requirements in the multi-stakeholder process. It then comes down to a company saying that it wants to become certified, use ISCC and also make certain claims and communications to its customers and stakeholders. They then reach out to a certification body, that is cooperating with ISCC. Following this, the certification body will do the audit on site – the third-party auditor will also make a decision on the issuance of the certificate.

Can tyre manufacturers get different certifications? For instance, one for natural rubber and another one for synthetic rubber? Or do they get one for all?
If tyre manufacturers source raw material for manufacturing from natural rubber but also synthetic rubber and everything under ISCC, then it’s one audit. Then the auditor would look into aspects of the volume of natural rubber being used that has been certified, although upstream. If one buys from certified suppliers and if the same auditors check, then aspects like the share of the certified synthetic rubber being used, the share of carbon black, etc. are taken into account. And finally, everything can be put together and a certain claim can be made.

Can tyre companies get a separate certificate for natural rubber?
Yes, they can. They can have separate certificates for natural and synthetic rubber both, or even of everything together. As for the final tyre, let’s say, if it’s 20 percent natural rubber and 20 percent synthetic rubber (40 percent of the tyre), then they can make certain sustainability claims on use of sustainable, circular materials etc.

What is the value of a certification?
It’s no deforestation – that’s key when it comes to natural rubber. When you certify, ‘no deforestation’ is the core requirement and deforestation is not allowed under ISCC. It is about additional environmental and social human rights criteria. This fits fine in this part of ISCC’s sustainability standard. And then it’s certainly about traceability in the supply chain, all the way in the end to the final tyre. And if this is established, then you can certainly make claims about the rubber or the final tyre, saying that it has been sustainably produced, based on sustainably sourced raw materials etc.

Plus, if you do this in a smart way, then you can actually cover the natural and synthetic rubber. Natural rubber and synthetic rubber are both very important parts of the final tyre. Both can be covered under ISCC.

Deforestation is a big issue, mainly in Southeast Asian and African countries. How difficult is it to keep an eye on that?
It’s not always easy to handle. Deforestation is not allowed under ISCC; there is a cut-off date of January 2008. If there was deforestation after January 2008, one cannot become certified. However, replanting or a change from palm to rubber is not considered as deforestation.

For example, if you have a palm plantation and if you cut it and plant rubber after 25 years, then that’s not deforestation. That’s just normal replanting.

Also, ISCC is certainly doing assessments, supported by remote sensing. Our core principle is no deforestation, which is very important to ISCC and its stakeholders. ISCC is not just us doing the operations in Cologne; there’s the ISCC Association for the multi-stakeholder dialogue. It has over 200 members from entire supply chains, industries, plantation companies, mineral oil, chemical companies, converters etc. We also have research organisations from different regions involved. In fact, also a number of non-governmental organisations are members of the ISCC Association.

The association meets annually and makes important strategic decisions and elects the ISCC Board. Due to the representation of the research sector and non-governmental organisations, there is quite a good balance of what people want and further development.

Can you tell us about the commercial benefits involved in having a certification?
There is a big value in it. It reduces sustainability risks for companies, helps to establish monitoring, protects the license to operate and has commercial value. For example, the OEMs ask for more sustainable products or lower greenhouse gas emissions. They all have climate neutrality commitments in place and need to start delivering step-by-step now; they need to show what are the activities that they are engaged in and how those improve sustainability in the overall supply chain. Here, ISCC certification can be used.

How do you maintain transparency in certification as a third party?
There is an annual audit. The certificate is valid for one year and then there is a re-certification. The company needs to provide evidence in every re-certification that the rules are being followed. And if they are not, a renewal of the certificates is not possible.

We certainly have quality management and training for companies and the auditors as well, who conduct on-site audits. What’s more, we have our own integrity programmes, where we send out our own auditors. These auditors work for ISCC and double-check the performance of the companies and the work of third-party auditors. Therefore, this integrity programme is key. We have the website where all the certificates are being published and the entire standard is public.

Do you help companies improve their sustainability supply chain?
No, we don’t consult. At ISCC, we are not involved in supporting the companies in order to improve. We have the standard and we conduct the training for companies. The preparation for the audit is not where ISCC is involved; it’s independent from that type of work. And the certification bodies are not allowed to consult in parallel either. ISCC is the independent standard that is used to certify that companies fulfil the sustainability requirements.

What are the other segments that you cover in the tyre industry?
It’s the entire supply chain. Petrochemical industries, tyre manufacturers etc. can all be covered. This also includes everything from plantations to the end product in the tyre industry.

Which is the easiest and the toughest one to certify?
All elements of the supply chain need to be covered.

This can sometimes be a challenge in the beginning, so as to convince your suppliers and also get certified. But, in truth, we have more than 6,000 certificates under ISCC. So there are already a lot of players that have valid certificates, and now this is starting to move into the space of rubber and tyre manufacturers.

Can you tell us about your clients in the rubber and tyre industry?
We have requests from many tyre producers right now. Some producers are certified already. Plus, we have requests for carbon black and first requests for natural rubber. We see the number of requests increasing, and we do have first certificates and first registrations from tyre producers. So we expect this to rise further as the industry needs to show compliance with their sustainability and climate neutrality commitments.

We see the entire tyre industry now targeting sustainability. So how do you find more opportunities and what’s your plan to get more client support?
ISCC started to get really further engaged in the rubber and tyre industry about a year ago; the industry has started understanding the standards, participating in ISCC trainings, joining our stakeholder events etc. Therefore, step by step, they got to know ISCC better and what it could do for them. They have now even started to get involved and do certifications, including reaching out all the way to the cultivation of natural rubber.

Are you going to focus on the Asian market?
Yes. In fact, we already have a few hundred certificates in Malaysia, Indonesia and other countries in the region. These markets are truly important. Our other key markets are North America and Europe, while we are also active in Africa and South America.

We are, eventually, trying to do more and convince people to become certified, show compliance to sustainability requirements, engage in a continuous improvement approach to become more sustainable and then allow manufacturers to really make claims.  

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Doublestar Tire emerged as a prominent exhibitor at the 2026 Latin Tyre & Auto Parts Expo in Panama City. The premier industry gathering for the Americas attracted over 700 international exhibitors and more than 30,000 professional trade visitors, providing a substantial platform for automotive parts and tire manufacturers.

The Panamanian event serves as a critical commercial gateway, radiating trade opportunities across more than 20 neighbouring nations. Given Latin America’s varied topography and climatic extremes, which demand superior tyre resilience and wet traction, Doublestar has collaborated with regional partners to engineer customised products. These targeted solutions have secured considerable market acceptance and popularity throughout the area.

Among the showcased innovations, the TBR tyre D902 integrates a wear-resistant compound with an advanced tread pattern, ensuring dependable stability for long-haul routes in tropical heat. The DSU02, a premier passenger car tyre, demonstrates exceptional protection against abrasion and impact, coupled with superior handling in both wet and dry conditions. A diverse portfolio of economically priced models further drew significant attention from purchasing agents.

This strategic participation has notably amplified Doublestar’s brand presence across the American markets and established a robust framework for deeper local engagement. Committed to delivering high-performance, value-added transportation solutions, Doublestar continues to reinforce the international standing of Chinese tyre manufacturers through quality-driven innovation.

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Barez Industrial Group, Iran’s leading tyre manufacturer, observed its 29th consecutive year of activity on the Tehran Securities Exchange during a commemorative event held on 23 August 2026. The gathering featured the traditional exchange bell ceremony, underscoring the company’s enduring footprint in Iran’s capital markets.

Speaking on the occasion, Jamal Mirzaei, CEO of Barez Industrial Group, spoke of the organisation’s momentum, asserting that current undertakings and forward-looking blueprints are steadily carving out its tomorrow. The firm’s leadership used the platform to reaffirm its commitment to sustained growth and operational excellence.

Originating as a provincial manufacturer in Kerman back in 1985, Barez has since risen to become a linchpin of the national tyre industry. Strategic upgrades to production lines and the integration of cutting-edge manufacturing processes have propelled its reach beyond borders. Since joining the TSE in 1997, it has outshone six other listed peers in the rubber and plastics category, claiming the largest share of the sector’s overall valuation, which exceeded IRR 330 trillion at the prior session, with the group responsible for over IRR 120 trillion of that figure.

The proceedings also included an award presentation, with TSE Chief Mahmoud Goudarzi offering a commemorative token to Mirzaei in appreciation of the firm’s three-decade record of transparent engagement with the exchange. Later, a press engagement allowed the executive team to walk reporters through notable milestones, pipeline ventures and strategic forecasts, fostering a clearer view of the company’s roadmap for investors and analysts alike.

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Continental has introduced a 32-mm variant of its Aero 111 road tyre, expanding the range of its most aerodynamically advanced model. Developed in partnership with Swiss Side, this wider version aims to deliver the same drag-reducing performance while catering to cyclists seeking a combination of speed and improved comfort on demanding surfaces.

The tyre’s aerodynamic efficiency is achieved through a patented tread pattern featuring 48 precision cavities that function as vortex generators. This design manipulates airflow around the front wheel to delay separation, maintaining optimal performance across varying wind angles. The result is a significant reduction in drag and an enhanced sailing effect, allowing for greater forward propulsion with reduced rider effort.

Despite its broader profile, the tyre maintains its speed and durability credentials through Continental’s BlackChili compound, ensuring low rolling resistance and dependable grip in all conditions. Protection is provided by the Vectran Breaker layer, and the tubeless-ready casing is compatible with hookless rims. Offered in black sidewall and three widths, the Aero 111 now serves a wider array of road cycling demands.

Hannah Ferle, Road Product Manager, Continental Tires, said, “With the addition of the 32 mm width, we truly are offering aero performance from every angle. Developing the Aero 111 alongside Swiss Side has allowed us to build a tyre like no other, one that performs across even the most demanding conditions. The Aero 111 has already proven the benefits of advanced airflow management, but this additional width allows us to bring those same aerodynamic gains and crosswind-taming technologies to the modern road cyclist who refuses to compromise on comfort.”

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TyreSafe has issued a fresh warning to UK motorists regarding the persistent dangers of part-worn tyres, drawing on the findings of recent multi-agency enforcement operations. The safety charity has underscored that despite ongoing efforts to regulate the sector, significant compliance failures continue to place drivers at risk. These concerns are based on collaborative inspections conducted over the past year with Trading Standards, police forces and local authorities, which have revealed systemic issues within the market.

Enforcement actions in Norfolk and Lancashire have exposed alarming deficiencies in the safety and legality of part-worn tyres on sale. In Norfolk, an inspection of nearly 200 tyres across several retail outlets found that over a third were in a dangerous condition, featuring exposed cords, structural damage and inadequate repairs. Remarkably, only a single tyre out of the entire batch satisfied all legal requirements, leading to the immediate removal of unsafe products and subsequent enforcement measures against non-compliant sellers.

Parallel operations in Lancashire painted an equally concerning picture, where none of the 30 part-worn tyres examined met the mandatory legal standards. Every tyre inspected failed to display the compulsory ‘PART-WORN’ marking, and many exhibited serious defects such as embedded objects, sidewall damage and substandard repairs. These discoveries have prompted ongoing engagement with businesses to encourage better practices, though the overall findings highlight a widespread disregard for established safety protocols.

In response to the enforcement outcomes, TyreSafe has noted that educational initiatives have yielded some positive changes among retailers. Certain businesses have enhanced their understanding of legal obligations, reduced their stock of part-worn tyres or transitioned to offering new budget alternatives. Nevertheless, the charity maintains that part-worn tyres remain a high-risk category, as compliance is not uniformly observed, leaving consumers vulnerable to products with undocumented histories and hidden structural weaknesses that are not always visible during a casual inspection.

The organisation has emphasised the critical distinction between tyres fitted to used vehicles and those sold as standalone part-worn products. While the former are acquired as part of a complete car purchase, the latter are individual items whose safety and legality depend entirely on the retailer’s diligence. TyreSafe has reiterated that these tyres must meet strict legal criteria, including a minimum tread depth of two millimetres, successful pressure testing and freedom from cuts or bulges, yet enforcement shows these rules are frequently ignored.

Motorists are being strongly urged to exercise caution and prioritise their safety by sourcing tyres from reputable suppliers and conducting regular checks on air pressure, condition and tread depth. TyreSafe has highlighted that opting for part-worn tyres on cost grounds can prove false economy, given their reduced lifespan and elevated risk of sudden failure. The charity continues to advocate for new tyres as the safest choice, stressing that the unknown history of part-worn products can have dire consequences in real-world driving conditions.

Stuart Lovatt, TyreSafe Chair, said, “Our recent education and enforcement activity revealed a deeply concerning picture of tyre safety on UK roads. Too often, part-worn tyres are being used as a dangerous short-term fix rather than a safe, compliant solution. We encountered vehicles fitted with severely aged tyres that should have been removed from service years ago, alongside single-tyre replacements fitted purely to secure an MOT pass. This creates highly unstable and potentially dangerous combinations, including mismatched summer and winter tyres on the same axle, which can seriously compromise braking and handling. Perhaps most alarming, none of the part-worn tyres we inspected carried the legally required ‘PART-WORN’ marking, highlighting a serious lack of compliance and leaving motorists unknowingly exposed to unsafe and unverified products.”

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