How will the collaboration with Michelin influence the future of the company? What vision do the companies share?

Michelin evaluated our recovered carbon black material in 2016. Since then, they have made significant testing of quite large volumes of our material over time to evaluate its consistency and quality. This is probably the most important parameter for any tyre manufacturer to use recovered carbon black. The interest in the technology itself started to grow as they saw that the performance of the recovered carbon black material was quite impressive. Over time, they started doing due diligence on the technology during those years. We intensified the negotiations in the early stages of 2020 and finally entered into a partnership agreement in April where Michelin invested 20 percent in Enviro. But, that was only one part of the partnership we envisioned. We also had, from the beginning, discussions about how we can provide the technology as a part of their solution to build a business model around mining tyres. This way, they could also offer their mining customers a solution for the recovery of the mining tyres. In that aspect, we negotiated regarding a joint plant project we are currently building in the Antofagasta region of Chile. We are also preparing the permitting for a plant in Uddevalla, Sweden, of 60,000-tonne ELT capacity for car and truck tyres.

In addition to that, we evaluate different technology experiences from both sides where we contribute with our experience in pyrolysis and treating end-of-life tyres in a professional way. Michelin is contributing with their extensive knowledge about developing and innovation into industrial capacity plants. What we have is a very intense collaboration on a more or less daily basis.

Going forward, we see that Michelin has a strategic ambition to replace up to 100 percent of the materials in the tyres with sustainable alternatives. Carbon black is one of the materials where we think that quite large volumes can be replaced over time. They're also involved in replacement and development of different types of oils in the tyres. From Michelin’s side, I think they have a wider interest in the recovery of all the materials in the tyres. This also aligns with our interest since we are recovering tyre pyrolysis oil and doing that quite successfully. We expect more plans in collaboration with Michelin in one way or another. Their investment in our company and the clear engagement in showing the market that they're using our material in motorcycle racing tyres in Moto E and in performance tyres for racing cars is helping us to get the acknowledgement in the market. This is important for our growth and our expansion plan.

How are you matching the quality and consistency of the recovered carbon black to virgin carbon black? Can you also please elaborate on the collaboration with AnvaPolytech, where Enviro completely replaced virgin carbon black used in Volvo's rubber components back in 2015?

We are using our patented batch process, which is a fixed batch process. The technology that we are using was developed for over 20 years to maintain control of the pyrolysis process. We can make sure that the result of the pyrolysis in the material is consistent, which means that we are not creating new carbon, as you easily do when you have a continuous process, and we are making sure that the pyrolysis process has evaporated all the volatiles out of the carbon fraction. This is very important and we control this with the system in multiple parameters that we measure during the process. We also have a significant quality control system downstream. So, in the post process of the pyrolysis, we do multiple quality checks. Before each shipment, we have ASTM standard controls for about 10 different parameters where we compare to the industry ASTM standard normally used for carbon black. There are a few ASTM measurements used for virgin carbon black that are not applicable for all recovered carbon black products, but the majority of the tests can be similar and we keep a very high consistency there. This is also one of the main achievements of the company since January 2016. We made the first commercial delivery to AnvaPolytech and they are a rubber component supplier to Volvo Cars. They have been involved with us before the commercial deliveries in the research and development of the material for rubber components. They were also involved in lots of different types of testing, where meeting the automotive standard for EPDM rubber components was a very significant part, and also got the final approval from Volvo Cars to replace the material. Since 2016, we have replaced 100 percent carbon black in those components with our material. I think it's now more than 100 million components delivered from Anva to Volvo Cars.

The gas produced during the pyrolysis process is used to fuel the machinery itself. Is there a commercial value for the gas in this market and are you exploring those business verticals?

It is a very valid question; we are producing new pyrolysis gas, and in the process, we condense out the oil, but there will be a fraction of gas that is not condensable. That gas is the excess gas that we use for the next pyrolysis phase. In our current plant at Åsensbruk, we use the excess gas and part of the oil to power the main process and the post process for heating purposes. In the new plants we will be building, for instance, one in Sweden, we plan to start production in the fourth quarter of 2023, where we will use green energy from wind, solar, water and waste to provide energy. In this case, the excess gas will be used only to heat the dryer system in the post process. Does it have a commercial value? I think some markets do; it might be used also in-turn to produce energy or electricity, but at the moment, this is not something that we are exploring further in detail.

The company recently received two ISCC certifications, one for the pyrolysis oil and the other for the carbon black. What were the challenges in earning the certifications and are there any other benchmarks that you're targeting for any other product in the future?

We are very proud to be the first to achieve the certification for the recovered carbon black. It is an important step for both the certification and for us as a company. We are already seeing some of the players in the tyre industry looking to certify according to ISCC now. This means that there will be a higher value in connection to using that type of material. There are always challenges with being certified and the most challenging maybe is to follow the certification requirements in terms of how, when and where to measure. We need to make sure that this is something that we can live up to when we are audited annually. We must also commit resources and capabilities to do this. We also needed to involve our supplier of tyre material, which, in Sweden, are Ragn-Sells. They are also audited by the certifier.

Enviro was evaluating business prospects in India. What is the current status of opening a full-size plant? Pyrolysis is banned in India across almost all states by the pollution board, and we're seeing various companies being ordered to shut down plants. Where does Enviro fit in and what are the developments?

Yes, we have been conducting meetings together with the Swedish Energy Agency, Swedish Export Organization, Business Sweden and a few other organisations including India-Sweden Innovations Accelerator and Confederation of Indian Industry in India. We have been exploring the Indian market for many multiple axles, and during the last two years, we are meeting with all the major tyre producers, both local and international. We are meeting with oil companies downstream who are potential customers for oil. We are meeting with waste treatment and tyre treatment companies locally and also making presentations to most local governments. However, we feel it is a bit too early for us to enter India on a more massive basis.

We have decided strategically that we will start with Europe followed by probably the US in the next phase. I think that will help India to monitor what is happening with the technology and how it can be a part of the system in those markets. We can then use that as a showcase for creating a sustainable and long-term system for the Indian market. We hope that this display of the system will be appreciated by the players in India to implement and also be some kind of inspiration to make that happen. In regards to pyrolysis being banned, I think it's probably a very correct decision because the pyrolysis technologies that we have seen being used in India are mainly Chinese versions where the environmental 360-degree impact has not really been considered. I think it was a very necessary decision.

The system for import and collecting for the pyrolysis industry was not really in place at that moment. But I think we can showcase together with a few of our peers in the European market that batch pyrolysis process and pyrolysis in general can be made with a very sustainable and safe technology with the highest possible emission control systems. We are hoping that by setting an example in Europe and showing both the technology and the system, maybe we will enter India in the next five years.

What are some of the constraints that you see in entering the Indian market?

I think one constraint that we are struggling with – mainly in Europe, but also in other markets – is that end-of-life tyres are viewed purely as waste materials. To really get our authorities and government regulators to understand that we are making a transition of waste materials into something that can sustainably replace fossil resources is a challenge. We are in the right direction. ISCC certification is one step.

Reach of the materials is another step. I think that transition to get aligned with the current legislation in many countries is still a hurdle. Even if it's improving, making this kind of large transition of an industry that is not really present at the moment requires financial support. Financial investors need to be willing to take a little bit of a risk to make the industry change as rapidly as it needs to. It's not enough for the tyre industry if there is one company able to provide the small volume to the market; they need multiple suppliers and large volumes to replace larger volumes of virgin material. The volume is a constraint itself. We hope, together with Michelin and other parties that we're working with, to provide larger volumes in the coming 10 years. Our ambition is to establish at least 30 plants globally in the coming decade. We also hope that our competitors are also successful in India.

What potential do you see in the Indian market, being one of the biggest automotive markets in the world, in terms of government support or the infrastructure for the products Enviro produces?

One of the opportunities is the growing automotive market. There is also a foundation of industry there in India for a long time. There is a tradition to produce tyres with a lot of knowledge, research and development around tyres and rubber materials, which I think is a very interesting potential itself. The competence around the materials in India is significant. I think the size of the market itself is an opportunity. If you choose to see the immaturity of the collection system as an opportunity, which I do, I think there is a lot of potential to establish from ground-up, a workable system with different stakeholders where I think local and national government needs to play a role, but it needs to be still on market conditions. I think the model that we will be showcasing in Europe will be attractive for both the government and local private stakeholders like the tyre industry and rubber industry.

In a broader sense, what is the future for the company and what are your goals? What are you excited about?

There are very clear targets from the tyre industry since they are consuming more than 70 to 80 percent of the carbon black material in the world. We have very clear targets for replacing fossil-originated materials with recovered or sustainable materials. We are very excited about the volume potential we see there. We have started to take steps in that direction with multiple tyre producers. The regulation in Europe and other countries to reduce the fossil content in oil products and chemical products is very positive for us. ISCC is a very important tool for the market to implement recovered and bio-based materials which have tax incentives. These enable us to launch our expansion plan, which, as I mentioned, is for the next 10 years to open 30 plants globally. We are excited that we are now in the position to work in establishing one plant with Michelin in Chile and in parallel a plant in Sweden with more or less the same time scheduled to start production. In the pipeline, we have several very interesting projects building up.

Are there other manufacturers or automotive players that are satisfied with the level of quality in your recovered carbon black? Are there any projects in the pipeline?

We have seen the interest significantly increasing in suppliers to the automotive industries and to other core manufacturers since we got the ISCC certificate for our products. But I think that we could better market what we have achieved together with Volvo in order to really get the other car brands into using more of our material. I think we have some homework to do there, because what we do is too little known to them at the moment. So there is work to be done there. We know we can achieve it. We should focus on letting them know what we can do. We are working with some other automotive manufacturers not only for the recovered carbon black but also to help them achieve their zero-emission objectives. So that could be related to oil, carbon black, steel and potentially other materials such as carbon fibre, for instance. (MT)

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The Tire Industry Association (TIA) has revealed the outcome of its 2026 Board of Directors election, with four industry figures selected to serve three-year terms. Kelsey Jarman, Director of Sales for off-the-road tyres at ESTI, and Jason Rook, President and CEO of ITDG, are joining the board for the first time. Craig Stevens, General Manager of Big Horn Tire, and Adam Moffatt, Executive Director of the Tire Dealers Association of Canada, who also serves the Ontario Tire Dealers Association, have both been re-elected as returning members.

The association expressed enthusiasm for the leadership, perspectives and experience these individuals will contribute as they help steer TIA and advance the tyre industry. The newly elected and re-elected board members are scheduled to be formally inducted on 2 November 2026 during TIA’s Annual Membership Meeting, which will take place at Planet Hollywood Resort & Casino in Las Vegas. The association extended its congratulations to all four individuals.

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Dunlop Tyre Europe GmbH (DUNLOP) has unveiled a comprehensive winter and all-season tyre portfolio for the 2026 season, targeting European drivers who face unpredictable cold-weather conditions. The range covers high-performance passenger car and SUV applications, blending dependable winter traction with year-round versatility. The lineup includes the DUNLOP WINTER, WINTER SPORT 5, SP WINTER SPORT 4D and SP WINTER SPORT 3D winter tyres, alongside the DUNLOP ALL SEASON 2 for those seeking a single year-round solution.

The DUNLOP WINTER addresses drivers prioritising balanced low-temperature performance. Its directional tread and multidirectional sipes evacuate water and slush efficiently, supporting grip and stability, while lightweight materials reduce rolling resistance and aid fuel efficiency. It earned an ‘Exemplary’ rating in last year's Auto Bild tyre test, also praised for strong value. The WINTER SPORT 5, fitted as original equipment on selected Mercedes-Benz models, uses wide, deep grooves for efficient water evacuation and predictable cold-weather handling.

For enthusiasts, the SP WINTER SPORT 4D offers direct steering response through a lightweight construction, interlocking sipes, V-shaped snow grooves and an adaptive winter compound that promotes even contact-patch pressure. It is trusted as original equipment by Audi, BMW, Mercedes-Benz and Porsche. The SP WINTER SPORT 3D, original equipment on selected Audi, BMW, Mercedes-Benz and Volkswagen models, combines three-dimensional interlocking sipes for snow traction and braking with a Shape Lock System that maintains tread stability at higher speeds.

Completing the portfolio, the DUNLOP ALL SEASON 2 delivers a balance of summer and winter tyre benefits across varied conditions. Its 3D interlocking sipes aid winter traction, while a reinforced carcass supports stability and handling on both wet and dry surfaces, providing year-round confidence for European motorists.

Marcus Schulz, Assistant Manager – Product Planning, Dunlop Tyre Europe GmbH, said, "Winter no longer necessarily means facing months of snow and ice, with often milder temperatures adding to the unpredictability of the weather. This makes it even more important to have tyres that can cope with a wide range of weather conditions. With our winter portfolio, DUNLOP offers tyres designed to meet the increasingly diverse conditions and ensuring drivers can rely on consistent performance.

"In DUNLOP's first full year with Sumitomo Rubber Industries, we are entering a new chapter in Europe. By continuously strengthening and expanding our product portfolio, we are enhancing the brand's competitiveness and laying the ideal foundation for a successful and safer 2026 winter season.”

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Michelin has broadened its agricultural trailer tyre lineup with the launch of the MICHELIN WORKXBIB. Designed primarily for tipping trailers, slurry tankers, manure spreaders and similar farm equipment, the new addition complements the existing MICHELIN TRAILXBIB, which features the company’s patented Ultraflex technology for reduced soil compaction.

Engineered to handle the demands of trailer platforms, the WORKXBIB combines endurance, high load capacity and reliability for intensive road use. It supports loads of up to 6,500 kg at speeds of 65 kmph and is offered in a size range tailored to current vehicles, drawing on Michelin’s innovation to deliver dependable performance.

The tyre’s flat crown and reinforced, serrated shoulders provide a larger footprint, promoting stability even under heavy loads and at high speed. A steel-belted crown, robust carcass and bead area, and a high-performance rubber compound enhance puncture resistance. Serrated shoulders improve stability on sloping ground, while large tread blocks self-clean to reduce maintenance. This design delivers up to 80 percent longer life than the previous generation of Michelin trailer products.

For contractors and farm owners, the result is fewer tyre replacement and maintenance stops, greater equipment availability and better-controlled operating costs. The replacement market rollout begins with size 600/55 R26.5 in October 2026, followed by three additional sizes in the second quarter of 2027: 650/55 R26.5, 600/60 R30.5 and 560/60 R22.5.

Tom Saunders, Agricultural Beyond Road Customer Engineering Support Manager at Michelin, said, “In a sector marked by increasingly intensive road use and demanding field performance, we’ve developed the MICHELIN WORKXBIB for contractors and farmers. Our latest fitment has a wide range of applications from public works and civil engineering through to haulage and livestock farming.”

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Tegeta Green Planet participated in a Circular Economy Action Platform meeting hosted by the UN Global Compact Network Georgia on 6 October. The session examined packaging waste management and the need for technical regulation from a business standpoint, with participants exploring existing practices and the challenges tied to the issue.

Attendees stressed that an effective waste management system would serve environmental goals while giving businesses a clear and predictable operating environment. Shalva Akhvlediani, Director of Tegeta Green Planet, presented the company’s vision and hands-on experience. Discussion topics included the Extended Producer Responsibility system, the role of businesses in waste management and practical obstacles to advancing a circular economy in Georgia.

As an EPR organisation, Tegeta Green Planet helps producers and importers meet their environmental obligations and supports an effective waste chain spanning collection, proper treatment and conversion into a resource. Akhvlediani detailed the company’s work with used tyres, waste oils and automotive batteries, noting that a sustainable system demands coordinated cooperation among businesses, government and other stakeholders alongside practical experience.

The meeting underscored the value of technical regulation, with clear requirements and strong enforcement seen as ways to develop waste management, reinforce responsible business practices and encourage more efficient resource use. Developing a circular economy remains a key focus for Tegeta Green Planet, which continues working with the business, public and educational sectors so that waste management moves beyond regulatory compliance toward reuse and recycling opportunities.

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