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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Bridgestone Aircraft Tire Europe, a subsidiary of Bridgestone Corporation, has received a Gold rating from EcoVadis, the sustainability assessment platform, placing the company among the top five per cent of the 130,000 companies evaluated worldwide across 220 industry sectors.

The result marks a sharp improvement from recent years. The company achieved a Bronze rating two years ago and ranked in the top 15 per cent last year.

“After receiving Bronze just two years ago, this EcoVadis Gold Medal recognises the rapid progress we’ve made on our sustainability journey,” said Jean-Philippe Minet, managing director of Bridgestone Aircraft Tire Europe. “Last year, we were in the top 15 per cent and advancing to the top five per cent this year reflects the collective effort and commitment of the BAE team. This achievement showcases our progress in building a more sustainable commercial aviation sector.”

The 2025 Gold rating follows a year in which the company completed a full carbon footprint assessment covering Scopes 1, 2 and 3, carried out an energy audit and developed a decarbonisation roadmap.

It also reported zero lost-time accidents for a fourth consecutive year and implemented projects aligned with the Bridgestone E8 Commitment, including partnerships supporting sports, charitable activities, cancer-focused organisations and initiatives for underprivileged children.

EcoVadis assesses how organisations integrate sustainability into business and management systems across four pillars: environment, labour and human rights, ethics, and sustainable procurement.

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Nokian Tyres has earned a leadership-tier A- score from CDP for its climate change mitigation efforts for the sixth consecutive year. CDP, a global environmental disclosure non-profit, assesses thousands of companies on their transparency, risk management and tangible actions towards decarbonisation.

An A- rating places Nokian Tyres among the highest performers, reflecting robust ambition, target-setting and operational execution. A prime example of this commitment is the company’s pioneering tyre factory in Romania, which operates as the world’s first full-scale zero-CO₂-emissions production facility. It runs entirely on renewable energy, including wind, hydro, biomass and solar power, and even generates manufacturing steam without fossil fuels.

Supporting these operational milestones, Nokian Tyres has set a long-term goal of achieving net-zero greenhouse gas emissions by 2050. Furthermore, the company’s near-term emission reduction targets have received validation from the Science Based Targets initiative for aligning with the 1.5°C warming limit, underscoring a strategy grounded in contemporary climate science.

Teppo Huovila, Vice President – Quality and Sustainability, Nokian Tyres, said, “Achieving a leadership-level score for the sixth year in a row shows that climate action is deeply embedded in how Nokian Tyres develops its operations and products. We want to deliver solutions that make a real difference, both for the environment and for the drivers who choose our tyres. Our actions for reducing emissions and improving sustainability translate into safer, more efficient and environmentally responsible mobility.”

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Hoosier Racing Tire has appointed a new authorised distributor, Hoosier Tire Western Pennsylvania, to support competitors throughout Western Pennsylvania and Northeastern Ohio. It will cover diverse racing disciplines from asphalt ovals to rally.

The operation is owned and managed by Ryan Hall, whose family business, Big Daddy’s Speed Center, brings over twenty years of racing parts expertise to the role. Meanwhile, Hoosier Tire Mid-Atlantic continues to provide service to customers across Eastern Pennsylvania, Maryland, Delaware and Virginia.

Paul Menting, Vice President – Sales, Hoosier Racing Tire, said, “We’re pleased to welcome Ryan Hall and the Hoosier Tire Western Pennsylvania team as the newest members of our distributor network. Ryan’s long history in the sport, his commitment to local racers, and the reputation Big Daddy’s Speed Center has earned over many years makes this a natural fit for Hoosier.”

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Michelin has expanded its mountain bike tyre portfolio with the introduction of the Wild Enduro and E-Wild Performance Line ranges. The products are now available across North America, following their development for enthusiasts seeking a balance of grip and durability.

The Wild Enduro Performance Line uses a double ply 33 TPI casing to manage rebound and ride feel. To improve reliability across terrains, Michelin has integrated a bead-to-bead shield for sidewall protection and Pinch Protection technology to reduce flats and tears.

The range utilises bi-compound technology, combining Magi-X and Gum-X compounds to manage rolling efficiency and cornering grip. The tyres are available for 29-inch and 27.5-inch wheels in Mixed-Soft (MS), Mixed-Hard (MH) and Rear-specific options.

Brandon Chapel, bicycle brand manager at Michelin North America, said, “Michelin’s history with cycling for more than 130 years is defined by innovations that continuously shape the future of the sport. The new Performance Line tires apply Michelin's expertise from our global racing DNA and relationships with professional teams to create well-balanced tires that meet the demands of everyday riding.”

Designed for the requirements of E-Mountain Bikes, the E-Wild Performance Line adapts technologies from Michelin's Racing Line for daily use.

Key features of the E-Wild range include:

• Gum-X and Magi-X compounds: Used to balance grip and tyre longevity.
• Protection: Anti-pinch and anti-puncture layers to ensure casing durability.
• Reinforcements: Low-pressure reinforcements that allow riders to adjust air pressure for traction.

The E-Wild Performance Line is available in 29-inch and 27.5-inch sizes for both front and rear applications.

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