For any enterprise involved in on road operations there are quite a number of risks and always a degree of risk. How to mitigate the risk potential is always a challenge and in some larger businesses involving a dedicated risk manager.

Many trucking companies look at risk exposure as a necessary evil and utilise insurance packages to reduce the financial ramifications of such exposures.

Now, what if, a risk mitigation strategy that provided positive financial outcomes was available for just a little investment? Does this spark interest in those who drive the abacuses in the back rooms?

Tyres form one of the highest cost centres for a transport operation be the activities on road or in a mining operation. Fuel is usually the largest and is tightly controlled as the abacus jockeys understand that every last millilitre of fuel must be accounted for. Granted there is a percent here or there for spillage but as fuel companies demand payment prior to delivery for almost all operations the bean counters are onto it without delay. Tyres?

When we consider the humble tyre so many ASSuMe that the tyre just performs the required duties without any (at worst) attention or with just a little attention, perhaps a kick every now and again or being slapped with a pipe or bar to confirm the tyre isn’t totally flat.

Tyre, the influencer

What is not very well understood by back-office personnel is that tyres are influenced by, and actually influence, the successful operation of the vehicle, be it a wheel barrow, a tri-cycle, a rigid truck or road train even a giant haul truck. If the tyres aren’t “right” then the operating costs will rise. Consider a delta percentage on fuel burn of 3 – 5%, a wheel end bearing life reduction of 10%, a tyre life deficit of 10%, decreased suspension component life as the tyres are being dragged not rolling, at what cost does the “head in the tyre” influence the profits of the business?

So, when we “Cover Your Analyse risk SAFETY” every-time (CYA) we consider all the contributing aspects of tyre use and how risk mitigation practises can be employed to grow the return on the investment our businesses make in tyres. All successful transport companies maintain a close log on the consumption of mechanical items such as fuel and spare parts. Labour costs are also rigidly overseen and as every driver well understands there are events on the road that result in a later delivery than was planned, a traffic event that turns the usual highway into a car park. When the driver returns to base and lodges the work hours there is always a cry from the accounting department why has this person worked overtime, why are we paying more than normal?

Yet, for tyres it seems too often the humble servant is treated as a mere consumable commodity and just turned over or replaced without any consideration as to how life can be extended. Why? When tyres influence so many of the unseen factors for a transport operator why are they not used as the reporter, the data logger of operations? A tyre does not lie about the experiences they have endured, they cannot suddenly grow tread to cover misalignment or a brake lock up, the evidence is in our faces IF we simply observe what the tyres are telling us.

Tyre management

There are many valued publications from around the globe that have photos of tyres that have worn in a certain manner or exhibit various conditions that relay the root causes of the damage to the observer. The tyre scrap heap is the first place we visit when determining the tyre management capacity and capability of a new client. How many tyres with more than the minimum legal tread depth are in the scrap heap? If there are records of tyre performance what is the tread consumption rate for the tyres consumed? What is the frequency of the various scrapping reasons the business using tyres is experiencing? Why? What is the distance per tread unit rate? What is the fuel burn rate per tread unit consumption? What if these questions can’t be answered? Then a risk mitigation practise is obviously not in practise. Exposure is certain, a matter of when not if.

A simple tree diagram or spider web drawing outlining the various risk aspects a tyre could experience with each branch drawing down into detail of how, what and why can assist in the mitigation process. The risk on the underside of the branch with the solution on the top provides a simple but effective illustration of the potentials available.

The TyreSafe Australia policy known as the 6M Principle is engaged in not only tyre performance enhancement but right through the various aspects of the transport business. Before you can MANAGE you have to be able to MEASURE. With measurements (read data) one can MONITOR to know when to MAINTAIN the equipment therefore actually MANAGING in order to MAKE MONEY! The 6M principle is simple but it requires diligent and dedicated systems within the workplace. There are many principles such as that espoused by Dr William Deming who developed the PDCA process, PLAN, DO, CHECK, ACT where the a/ versus b/ consideration was created:

Bill Smith who introduced the 6 Sigma philosophy in the 1980’s also recognised the same avenue of opportunity. The basis of 6 Sigma is the improvement of the output quality by recognising and eliminating the root causes of defects and so minimizing the impacts using statistical processes, ie managing by measuring monitoring and maintaining!

The TyreSafe Australia 6M principle is closely aligned with these well recognised philosophies and commences with the simple recognition that tyre inflation pressure control is the absolute basis for the desired performance outcomes a transport related business will experience. How do you analyse the risks, what mitigation processes are in place?

Safety is not just about well-being of personnel. If a business doesn’t employ safe practices, is it going to be sustainable? Not just from the human factor but also consider the financial aspects. A business engaged in risky financial undertakings will probably collapse sooner than later.

So why not start the process from the ground up by ensuring that the foundation of the modern motor vehicle, the humble tyre is indeed operating at optimum levels. With modern electronics there is no excuse for not completely understanding (and so appreciating) what the tyres you use are providing to your business profits. If you are not measuring, how are you managing?

Ensure that your tyres are not a drag on your operation, ensure the rolling resistance is as low as possible and this will ensure there is an even flow of dollars into your account. Utilising real time tyre monitoring is now a standard practise for successful businesses who utilise tyres in their operations.

Cover Your, Analyse Risks Safety Everytime! (TT)

• Adam Gosling and the team at TyreSafe Australia provide guidance and direction for all tyre users. Safety is paramount, so is efficiency and sustainability. Tyres are a globally universal product, the requirement for tyre safety is also a global standard.

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Toyo Tire Corporation said Mitsubishi Corporation has ceased to be a major shareholder after tendering its entire holding through a treasury share buyback, ending its status as the company’s largest shareholder.

The change took effect on 10^th August , 2026, following Toyo Tire’s acquisition of its own shares through off-auction trading (ToSTNeT-3). Mitsubishi tendered all its shares, excluding less than one unit, as part of the transaction.

As a result, Mitsubishi is no longer classified as a major shareholder or associated company of Toyo Tire, the company said.

Before the transaction, Mitsubishi held 30,822,206 shares, equivalent to 20.07 percent of total voting rights, and ranked as the largest shareholder. Following the change, its holding has effectively been reduced to zero.

The move follows Toyo Tire’s earlier announcement on August 7, 2026 regarding the termination of its capital and business alliance with Mitsubishi, alongside plans to repurchase its own shares.

Toyo Tire said the change would have no impact on its consolidated financial results.

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Linglong Tire has become the first Chinese tyre manufacturer to join the Global Data Service Organization (GDSO) as a full member, marking a step in the industry’s efforts to standardise and exchange tyre-related data globally.

The company joins the non-profit body as its fourteenth member. GDSO was established in January 2022 by Bridgestone, Continental, Goodyear, Michelin and Pirelli to facilitate the digital exchange of tyre data and develop common standards across the sector.

Moh Wahi, Head Of Truck And Bus Tyre Development at Linglong Europe, said: "By joining the GDSO as a Full Member and providing reliable data, we want to be the first Chinese tyre manufacturer to make a positive contribution to the further development of the tire industry and set new standards for the efficient processing of tire data in the digital age."

Riccardo Giovannotti, Secretary General of GDSO, said: "With Linglong Tire as a Full Member, GDSO is gaining one of the leading Chinese tire companies which is committed to digitalization and sustainability in the industry. Together, we will further make progress in developing standards for data processing and future-oriented solutions."

Shandong Linglong Tire Co., Ltd., founded in 1975, operates seven research and development centres globally and employs almost 20,000 people. The company runs nearly 200,000 sales outlets and exports products to 175 countries.

It supplies tyres to more than 200 production bases for over 60 automakers and has manufacturing facilities across China, Thailand and Serbia, with plans to expand further overseas.

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TyreSafe, UK’s charity dedicated to raising tyre safety awareness, has joined forces with Sussex Police’s Road Safety Team to introduce a pioneering digital reference tool for frontline officers. The initiative equips police with immediate, device-accessible tyre safety data during roadside stops.

Developed as a local pilot, the application enables consistent vehicle examinations and improves driver communication regarding tyre dangers. It offers specific checklists for diverse vehicle categories, including motorcycles, cars, heavy goods vehicles, light commercial vans and towed trailers. The system further incorporates guidance on part-worn tyres, common queries and educational talking points.

Following its Sussex trial, the programme holds potential for nationwide adoption across UK police forces. This deployment underscores Sussex Police’s dedication to roadway innovation and reinforces the essential contribution of proper tyre maintenance to overall public safety.

Stuart Lovatt, TyreSafe Chair, said, “This partnership with Sussex Police is a landmark moment for tyre safety enforcement and education. By putting reliable, accessible tyre safety guidance directly into the hands of frontline officers, we can ensure safer vehicles on our roads and help prevent avoidable collisions and breakdowns. Sussex is leading the way, and we hope this model will soon be adopted nationally.”

Superintendent Jo Grantham, Head of Roads Policing, Sussex Police, said, “Our officers are committed to keeping road users safe, and having instant access to this tyre safety resource makes a real difference on the ground. It supports enforcement while also giving us the tools to educate drivers more effectively. We’re proud to be working with TyreSafe on this project and to be the first police force in the country to pilot it.”

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The UK Towing Safety Alliance (UKTSA) has published a comprehensive four-year analysis of incident data from National Highways’ Strategic Road Network, covering 2022 to 2025. The findings reveal a 23 percent rise in total towing-related incidents, driven primarily by a maintenance crisis affecting utility and commercial trailers. While traffic collisions involving towed vehicles decreased by 17 percent, mechanical breakdowns now constitute 77 percent of all towing-related incidents, highlighting vehicle and trailer condition as the sector's foremost challenge.

The data coincides with SMMT Motorparc 2025 figures showing Britain's vehicle fleet at its oldest recorded level, with average car age reaching 9.7 years. The summer harvest season has also arrived, bringing agricultural trailers back to roads after months of disuse. NFU Mutual research indicates collisions involving agricultural vehicles are 56 percent more likely between May and September, reinforcing the need for pre-journey roadworthiness checks.

Utility and agricultural trailers now account for nearly half of all towing-related callouts, surpassing 3,000 incidents in 2025. Regionally, the North West has overtaken the South East as the most incident-prone area, with trailer failures surging 60 percent since 2022, while the North East recorded a 55 percent increase. A growing divide exists between leisure and commercial towing sectors.

Leisure sector improvements, including fewer horsebox incidents and regional caravan reductions, suggest awareness campaigns are yielding positive results. However, utility trailer failures continue climbing, indicating maintenance standards across commercial and domestic sectors require greater attention. Regular servicing, correct loading and proper coupling remain essential to prevent avoidable incidents.

For working trailers, summer represents peak operational period, with agricultural and utility trailers seeing intensive use while rural roads become busier with tourists and cyclists. The Alliance emphasises that trailers stored for extended periods require thorough inspections before returning to service.

The UKTSA urges all towers to perform three essential checks covering tyres, load and connection before every journey. Tyres must be inspected for pressure, tread and deterioration; loads correctly distributed and couplings and electrical connections verified. The Alliance will place ‘The Working Trailer’ at the centre of safety campaigns, collaborating with industry partners to boost maintenance awareness and reduce preventable breakdowns across the Strategic Road Network.

A spokesperson for the UK Towing Safety Alliance said, “It’s encouraging to see fewer collisions involving towing vehicles, which suggests that drivers are becoming more aware of safe towing practices. However, that progress is being undermined by a growing number of preventable mechanical failures. The challenge is no longer simply about how people tow – it’s increasingly about what they’re towing and the condition it’s in. As both tow vehicles and trailers get older, regular maintenance has never been more important.”

Stuart Lovatt, Chair of TyreSafe, said, “Harvest season places extra demands on both vehicles and trailers, particularly those that may only be used for a few months each year. One of the most common issues we see is tyres that appear to have plenty of tread but have deteriorated through age, weathering or prolonged storage. Whether you’re towing a livestock trailer, plant trailer, horsebox or caravan, tyres should always be inspected for correct pressure, damage, cracking and signs of ageing before every journey. A few minutes spent carrying out these checks can prevent breakdowns and significantly improve safety for everyone using our roads.”

Sarah Smithurst MBE, COO, National Trailer & Towing Association (NTTA), said, “Across the NTTA network, we’re seeing a noticeable increase in enquiries from people looking to refurbish older trailers or source second-hand trailers, including imported models, as a more affordable alternative to buying new. While extending the life of a trailer is often entirely appropriate, it’s essential that owners understand that trailers are not maintenance-free. Many have been in service for years, sometimes decades, and components naturally deteriorate over time, even if the trailer has seen relatively little use. Every trailer should be thoroughly inspected before it returns to the road, with particular attention paid to tyres, brakes, bearings, couplings and lighting. Investing in regular servicing and maintenance is far less costly than experiencing a breakdown – or worse, being involved in an incident. The NTTA continues to help and advice new and old trailer users about safety and many are asking for help when towing, especially the reversing aspect of a trailer, now the B&E test was withdrawn. We are also seeing more trailers being repatriated from North America and Europe rather than purchasing new in the UK.”

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