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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A new study from the California Office of Environmental Health Hazard Assessment (OEHHA) has concluded that crumb rubber infill made from recycled tyres and used in synthetic turf fields poses no significant health risk to those who use or observe them. The comprehensive evaluation found no evidence linking these fields to cancer or other health issues for athletes, officials, coaches or spectators, including young children.

These engineered fields, designed to replicate natural grass, are popular due to their low maintenance, water efficiency and durable, consistent surface. Their widespread adoption in California includes over 900 installations. The infill itself consists of small granules from recycled waste tyres, which help keep the artificial blades upright and provide cushioning and traction.

OEHHA conducted the study to support California's sustainability efforts, specifically its Waste Tire Program, which seeks safe and beneficial uses for recycled materials that would otherwise go to landfills. To ensure a thorough assessment, researchers tested 35 different fields, varying in age and location to represent all of California's climate zones. Multiple samples were taken from each field to account for material differences, and air quality was monitored both during active play and at rest.

The study’s scope was unprecedented, analysing over 100 chemicals of potential concern, far more than previous investigations. In collaboration with Lawrence Berkeley National Lab, researchers simulated human sweat and digestion to identify all chemicals to which a person might be exposed. To understand exposure pathways, OEHHA partnered with UC Berkeley and the University of Arizona. They surveyed over a thousand soccer players, ranging in age from 7 to 71, about their playing habits and observed games to document contact with the turf. The analysis used data from goalies, who have the most frequent contact, to estimate the maximum risk for all players, also considering the potential exposure for a crawling toddler. The final analysis indicated that risks related to cancer, reproductive harm or sensory irritation were negligible.

Kris Thayer, Director, OEHHA, said, "This study should ease concerns about the safety of crumb rubber use in synthetic turf fields. Athletes of all ages can use these fields without parents worrying about this commonly used material."

Zoe Heller, Director, CalRecycle, said, "Protecting public health is our top priority, and California is committed to making sure waste tyres are managed safely so they don’t litter communities or pose risks to residents. CalRecycle appreciates the work of OEHHA and its partners to advance our understanding in support of a cleaner, healthier circular economy."

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The all-new Vredestein Quatrac Pro 2, an ultra-high-performance (UHP) all-season tyre scheduled for launch this summer, will come armed with a next-generation tread compound technology and a highly innovative structure to deliver an unrivalled combination of year-round safety, performance and efficiency across dry, wet and winter conditions. This model represents a major advancement for the Vredestein brand, which has been a pioneer in the all-season sector since the early 1990s.

Developed from a clean sheet by Apollo Tyres at its Global R&D Centre in the Netherlands, the Quatrac Pro 2 was not an evolution of an existing design. Instead, engineers completely reimagined the tread, materials and structure to overcome the typical performance compromises found in this category. The tyre will be manufactured at Apollo’s advanced facility in Hungary.

The core of its capability is a new directional tread pattern. Longitudinal grooves work with a V-shaped design to maximise resistance to aquaplaning by efficiently evacuating water. Lateral grooves are sculpted to harmonise wet-road performance with winter traction, while a stable centre rib ensures precise dry handling and braking stability on both wet and dry surfaces. For snow-covered roads, advanced 3D interlocking sipes in the shoulder blocks provide grip without compromising tread stability in other conditions. A multi-pitch tread block sequence also refines the acoustic signature, which is particularly advantageous for electric and hybrid vehicles. The entire Quatrac Pro 2 range achieves an A-rated exterior noise label.

A revolutionary next-generation traction compound is central to the tyre’s versatile performance. This advanced material combines a unique mixture of resins and polymers with complex multi-filler technology. The result is a tyre that maintains a broad operational range across varying temperatures, with a strong emphasis on wet braking. It balances low-temperature flexibility for reliable grip on cold, wet and snowy surfaces with high-temperature stability for consistent handling and abrasion resistance on hot, dry roads, enhancing durability year-round. The tyre bears the Three Peak Mountain Snowflake (3PMSF) symbol, confirming its winter capability.

This new compound and tread design are also optimised for electric and hybrid vehicles, managing the challenges of high battery mass and instant electric motor torque by ensuring consistent grip and tread stability. The engineering goal was to provide high levels of cornering stability and precision without sacrificing ride comfort, a balance that sets the tyre apart.

Complementing the compound, the tyre's structure has been entirely re-engineered. A stiffer bead area with a double taper design ensures secure bead seating even at high speeds while distributing forces more evenly for improved comfort and stability. A dedicated belt design optimises the tyre's footprint for enhanced mileage. In mixed fitments, this improves steering precision at the front axle and stability at the rear.

The Vredestein Quatrac Pro 2 will be available in an extensive range of sizes for 17- to 24-inch rims, including section widths up to 355 for high-performance vehicles. With speed ratings up to Y (300 kmph), it firmly positions itself at the pinnacle of the UHP all-season category, with high load rating options on select sizes.

Daniele Lorenzetti, Chief Technology Officer, Apollo Tyres Ltd, said, “The Quatrac Pro 2 has exceeded the very demanding performance target we set during development while delivering superior wet grip, great snow handling, low rolling resistance and high mileage. By focusing on the fundamentals of tyre behaviour and rethinking tread design, materials and structure, we have created a performance-focused all-season tyre that delivers stability, mileage, all-season grip with best wet performance in category.”

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Trelleborg Tires will showcase its agricultural tyre solutions alongside its official distributor, Gomería Altamirano, at Expoagro 2026. The event is scheduled for 10–13 March 2026 at the Predio Ferial y Autódromo de San Nicolás in Buenos Aires, Argentina. Visitors to Booth 1504 will have the opportunity to explore high-performance radial tyres designed for the demands of contemporary farming. This collaboration represents a significant step in strengthening Trelleborg’s market presence in Argentina through a partnership with a well-established regional distributor.

The Argentine agricultural sector is increasingly transitioning from bias to radial tyre technology. This shift is driven by greater mechanisation, the use of higher horsepower equipment and a focus on improving field productivity. Farmers are turning to radial solutions for benefits such as superior traction, reduced fuel consumption, minimised soil compaction and longer tyre life. Trelleborg and Gomería Altamirano are actively supporting this evolution by providing products tailored to local conditions.

At the expo, two flagship tyre ranges will be highlighted. The TM1000 ProgressiveTraction series, intended for high-horsepower tractors, features patented double-edge lug technology to enhance grip, optimise the footprint and lower fuel usage. The TM3000 CFO range, engineered for combine harvesters, offers high load capacity at low inflation pressures to preserve soil structure and ensure reliability during harvesting.

With over six decades of experience serving central Argentina, Gomería Altamirano has built a strong regional reputation through its branches in Río Cuarto, Córdoba and Santa Rosa. Expoagro 2026 will mark their first joint exhibition, underscoring their shared dedication to delivering advanced radial technology to local farmers.

Pablo Altamirano, CEO, Gomería Altamirano, said, “For us, it is a source of pride to strengthen our partnership with Trelleborg Tires and bring world-leading tyre technology closer to Argentine producers. Trelleborg tyres are original equipment on many of the high-horsepower tractors, harvesters and sprayers currently sold and operating in the country. At Expoagro, we want to showcase these high-performance radial solutions, together with the track line that we are already commercialising, expanding the technological alternatives available to farmers.”

Eduardo Marrone, Commercial Manager, Trelleborg Tires, said, “We are proud to strengthen our alliance with Gomería Altamirano, a partner with deep regional expertise and a solid reputation in the Argentine agricultural market. Their close relationship with farmers plays a key role in supporting the country’s transition to radial technology. Together, we deliver premium tyre solutions that increase productivity, improve operational efficiency and promote more sustainable farming practices.”

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Pirelli is all set for the Chinese Grand Prix, which marks the first Sprint weekend of the 2026 Formula 1 season and will see the presentation of the newly redesigned Pirelli Sprint Qualifying Award. The second round of the championship will feature a 19-lap short race on Saturday, the first of six such events scheduled for the year.

The tyre allocation for the event remains unchanged from previous years, with teams supplied the C2, C3 and C4 compounds for the 5.451-kilometre Shanghai International Circuit. The track layout, inspired by the ‘shang’ ideogram, includes two primary straights and sixteen corners. One notable straight connects a slightly banked Turn 13 to Turn 14, while the other, which exceeds one kilometre in length, is where the starting grid is situated.

The circuit presents a varied challenge with a mix of high-speed corners, such as the sweeping Turns 7 and 8, and slower sections found at Turns 1, 3, 6 and 14. These demanding sequences, combined with fast straights, place significant stress on the tyres and will test the energy recovery capabilities of the new power units. Drivers may face difficulties with corner-entry lock-ups under heavy braking, similar to issues observed during pre-season testing in Bahrain, which features comparable braking zones.

A key variable for the weekend is the track surface, which was completely resurfaced in August 2024. The new asphalt initially provided higher grip and lower lap times, but its smoothness led to front-axle graining during the 2025 event, particularly in the Sprint race. However, as the surface has had another year to age, grip levels might be slightly reduced, potentially lowering the risk of graining. This will be assessed in early practice sessions. Teams’ simulation data suggests lap times will be closely matched to last year’s, indicating that the performance loss expected from the new car generation may be offset by other factors.

Looking back at the 2025 race, most drivers started on the Medium compound, with only three opting for the Hard. The Soft tyre was unused in the Grand Prix. The winning strategy was a one-stop, featuring a long final stint on the Hard tyre, which proved durable and resistant to graining. The podium finishers made their sole pit stops between laps 14 and 15, with Oscar Piastri taking victory ahead of Lando Norris and George Russell.

The trophy for the pole-sitter features a Soft tyre above a base embedded with a helmet decorated in the colours of the Chinese flag, which will be engraved with the winner’s name and car number. The Chinese Grand Prix returns for its 19th running at this venue, having first appeared on the calendar in 2004. Lewis Hamilton and Mercedes share the record for the most wins here, with six each. Hamilton also holds the record for the most podium finishes, with nine.

To celebrate the event, a special podium cap has been created in imperial yellow, a colour traditionally associated with prestige. It features designs commemorating the Year of the Horse and will be available for purchase on the Pirelli e-commerce platform.

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