Some airlines may pay for their tyres by the retreads. There is an initial payment for the virgin tyre, and then a subsequent payment for the initial retread and further payments until the tyre account is settled. If the tyre fails prior to the final payment being made, then the tyre manufacturer wears the cost.

The secret (not so secret really!) to a successful retread programme is the pressure maintenance regime. If the appropriate pressures are applied to the tyre during its initial life, then we are able to deliver a sound virgin casing/carcass to the retreading plant.

In speaking with so many retreading facilities, they all detail a high rejection rate of casings submitted for retreading. The primary reason for rejection is the breakdown of the tyre’s structure as a result of under inflation.

So how does this affect the use of resources and subsequent emissions?

I have sighted figures purported to have been produced by the global accounting firm Ernst & Young (now EY), which detail a 70 percent reduction in natural resource extraction, 19 percent reduction in water consumption (potable water is one of the next global issues to deal with) and 21 percent reduction in air pollution. A truck tyre casing (say 11R22.5) that is retreaded will reduce oil consumption by about 50 litres – obviously more for a larger tyre.

Many tyre OEMs do promote the retreadability of their casings; it is just plain economic sense when you stop to think about it. Acquiring a product where you use 30 percent (by weight) only to then throw the rest onto the scrap pile is economic stupidity, but that is what seems to happen in most road transport organisations.

Maintaining tyre inflation pressures is too difficult, they say. Well, yes, if you are stuck in the 1950s where the only way to check inflation pressure was to use a manual gauge. In the 2000s, we started using tyre pressure monitoring systems (TPMS) to gain real time information about tyres in operation. Now we can stream data and identify issues such as binding brakes, wheel ends in failure mode as well as inappropriately inflated tyres. We’ve tuned operating tyres so that tyres operate in unison or as a team across an axle and so over the entire vehicle. Not being able to view tyre pressures in real time is so last century.

By tuning the inflation pressure of a tyre, the structural integrity can be assured so that when the tread worn tyre is presented at the retreading facility, it is accepted rather than rejected.  Thus, a serious saving in resource use is generated; there is a substantial reduction in emissions as well as reduction in land use both from the initial growing of the natural rubber to the reduction of land fill.

A simple act can generate substantial savings. Why do so many educated people ignore this aspect? Why do bean counters not consider tyres in a holistic manner?

Purchasing a ’cheap’ tyre may appear to ‘save money’, but more often than not, the cost of operations actually rises. HOW? I hear the abacus jockeys cry!  A low-cost tyre more often than not has a higher rolling resistance than a quality casing. Research and development costs, low cost operators that have copied or cloned don’t bear these costs.   Consider the fuel burn over the life of a tyre, say 150,000 km. A two percent saving on the fuel burn equates to how much? When we consider the actual life of the low-cost tyre, more than likely it requires more maintenance, so there is more downtime, added rotations to gain the maximum wear from the tread package and then there is the disposal fee on the spent casing as it cannot be retreaded.

Considering tyres in a holistic manner is not something bean counters consider or actually even know about. Tyres directly influence the fuel burn of a vehicle, the wheel end life and the suspension life, even affecting the driver’s fatigue levels – not to consider the environmental aspects such as emissions and disposal.

So if an aircraft can take off and land safely on retreaded tyres, then why can’t on-road transport trucks use retreaded casings? It comes back to the neglect shown to the tyre during the initial life. It seems that people just don’t care; they don’t understand the criticality of appropriate tyre inflation pressures.

Within the Performance Based Standards for high performance trucks operating on Australian roads (think triple trailers running quad axles), there is a statement that succinctly details what a tyre contributes, to wit  ;

“All the forces needed to both support and guide a vehicle ultimately arise in the area of contact between the tyre and the roadway. These forces are generated at the road surface in response to the deformation of the tyre structure.”

As tyre deformation is the product of inflation levels, there is a direct relationship between tyre inflation levels and vehicle safety. Why do people choose to ignore tyre inflation when it is so easy to monitor and comes with so many positive benefits?

So installing a simple regime of monitoring tyres in real time tyre casings to evidence   that the tyres have not experienced a low pressure event (so destroying the casing’s integrity) means they can be selected for retreading. This eliminates the main excuse for not retreading, i.e. the rejection rate is too high. It is that simple!

A cheap tyre is not necessarily an economic positive. A well-maintained quality tyre will generate savings upon savings and then will also be able to do it all over again after retreading.

Many governments mandate the use of retreaded tyres on utility vehicles as it is well understood there is not only an economic benefit but an environmental benefit too!

If we, the global community, continue to consume resources without considering a reduction in the rate of consumption, then we’re doomed to exhaustion. Using a resource (read tyre) at only 30 percent and then disposing it of does not make any sense (nor cents!). Retreading of tyres is a sound practice based upon sound science. Why are so many businesses throwing their hard earned cash away because the abacus jockeys don’t know and don’t care about tyres?

Success does not reward a lack of effort. How much effort are your bean counters making in respect of tyres ?

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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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