When we discuss about a motorcycle's performance, we generally speak about its engine power, torque, top speed, how fast it can accelerate, vehicle sound etc. Nevertheless, all these are meaningless if a driver cannot control the machine and/or is not comfortable while riding. There comes the importance of tyres. Tyres are the most crucial parts of a vehicle suspension system.  Tyres are the only component in a motorcycle that constantly stays in contact with the road. The part of tread which is in contact with road surface is called ‘contact patch’ & Is about half the size of a post card.  The overall suspension system (including tyres) ensures the right contact between the tires and the road surface at every stage of driving, thereby ensuring stability and good handling of the vehicle.

As tyres are the only contact with the road, they are responsible for multiple functions, such as –

Transfer the engine power to the road- meeting the demands of acceleration and braking

  Provides right hold (grip) on different surfaces like dry, wet, snow, loose soils etc.

  Helps the rider to steer the vehicle by responding to the handle movements

  Carry the weight of the vehicle & rider

 Ensuring the comfort of the rider by absorbing and dampening shock

Apart from the above aspects, tyres play a vital role in vehicle aesthetics, safety, fuel efficiency etc. These and several other challenges make Motorcycle tyre design a very interesting and responsible subject.

Apart from being a crucial part of a vehicle suspension system, tyres are the only contact between vehicle & road. Motorcycle vehicle dynamics and control characteristics are highly influenced by the tyre design. It is therefore highly imperative for a vehicle chase/suspension designer & tyre designer to work together in tandem. This will ensure that the part designs will complement each other and deliver the characteristic target performance of a motorcycle. A robust interaction mechanism between the R&Ds of OEM [Original Equipment Manufactures] and tyre manufactures is a growing necessity to cater to the ever‐increasing demands of performance entrusted upon the tyre of today. In case of tyres getting designed exclusively for aftermarket, a tyre designer work closely with the vehicle dynamics team to ensure that the retrofit design delivers desired target performance of the vehicle

Some of the major steps involved in motorcycle tyre design are

 Product planning & Tyre “Size” finalization: During this stage a vehicle designer & tyre designer jointly review the vehicle performance requirements and decides the parameters specific to tyre performance. This includes:

Defying the application /terrine: Depending on application, 2 wheelers maybe broadly classified as Sport, Cruiser, Choppers, Touring, scooter, Step through, Sport touring, Enduro etc. Different OEM’s follow different terminologies, but a for a tyre designer to understand the final use by the user is of utmost importance. Demands from a tyre varies with each vehicle category, for example, for a cruiser the tyre is designed to be robust so as to hold up the weight of such heavy bikes and deliver long tyre life, whereas for a Sport touring /super sport bike, tyres are  designed to deliver quick and precise handling with superior grip. These tires are lighter and made by using softer compounds for Superior grip.

Selection of Bias /Bias belted / Radial:   At this juncture, I am not going to delve deeper into a detailed comparison of these constructions – however, it is important to acknowledge that both these construction types have their respective advantages and disadvantages. Each of these constructions has few specific applications where one performs better than the other. The selection of construction type mainly depends on vehicle category (application), vehicle Speed, load on the tyre, stability requirements, handling requirements, etc. for example Bias tyres are used in medium speed but heavy weight vehicles owing to their sturdy sidewalls, whereas Radial tyres are the ideal choice for high speed , vehicles because of their superior dimensional stability.

Selection of Tube type Vs Tubeless:  Functionally both types of tyres have a proven track record for almost all applications. Hence this choice mainly depends on vehicle Rim design, which is decided by the overall aesthetic demand & application of the motorcycle.For high speed application, tubeless is always preferred

Finalizing the Tyre size / Tyre Geometry:  In general, we may call it as tyre “size” – which includes tyre width, tyre diameter, rim diameter etc. Tyre geometry affects the vehicle dynamics like caster, trail, vehicle Center of gravity [CoG], etc. It also influences the area of contact between vehicle and road surface under different riding conditions & load-carrying capacity of the tyres. Furthermore, tyre size significantly influences vehicle aesthetic as well.  Tyre “size” and vehicle rim size are always interconnected. Decision on one influence the decision on the other.  Usually motorcycles have different front and rear tyre sizes depending on vehicle geometry & load distribution. Tyre “sizes” are decided considering all these parameters & the designers ensures that it follows the standards’ guidelines applicable in target countries.

Tyre tread profile design:

Contrary to the passenger car tyre designs which have almost flat tread surface, motorcycle tires have a U-shaped profile and a contact patch that changes size and shape during cornering. There is a major difference in the way lateral force is built up in passenger car and two wheelers.  In case of passenger car, mechanism of lateral force builds up is due to slip angle whereas in two-wheeler it is mainly because of the camber or the leaning of the vehicle.  Hence you see a flat tread area for passenger car tyre and U-shaped profile for Motorcycle tyre

This U-shaped profile is an important design factor having a direct influence on vehicle performances such as drivability (handling) durability, ride comfort, noise and wear resistance etc.

These tread contours are designed as the arc of one radius, or a combination of arcs with two or more radii. These profiles ensure the required contact patch availability at different lean angles & are controlled by the lean characteristic of the vehicles. It is very critical to balance the performance of front tyre & rear tyre of s motorcycle for precise handling of the vehicle. The contour designs play an important role in front /Rear tyre balance.

Tyre tread pattern design:

Patterns are molded in the tread area of tyre by repeated arrangement of ‘Groves’ or ‘Blocks’ & are generally referred to as “tread pattern”.

Significance of tread pattern: 

Tread pattern plays a vital role in tyre performance such as:

Optimizing the traction on the riding surface

Eliminating aquaplaning

Optimizing the” Wear” of tread area·  

Ensuring the continuity of tyre performance at different wear Stages [ wear %] of tyre.

Rolling resistance of the tyre

Noise generation

roviding a measurable clue to the owner on time for removal /suitability for continuous usage. etc.

Tread patterns not only helps in achieving the target performance, but also impart unique look to tyres and enhance aesthetics

Tyre patterns are broadly classified into 4 Major headings

• Rib patterns
• Directional
• Block [ Knobby]
• Slick tyres [Pattern less]

Selection of which group of patterns is mainly controlled by the terrain of application, e.g. Directional patterns are preferred in paved roads and knobby pattern ae mainly used on off-road applications. Pattern less tyres are normally used in racing track applications to provide maximum traction.  Vehicles are designed to work in a combination of different terrains – similarly, tread patterns also have subgroups– which are optimized to operate in different combination of terrains. E.g. Semi knobby patterns for on – off allocations, High land – minimum grove patterns for Supersport highway applications etc.

Designer alter the direction of the grove, depth of the grove, number of groves, the ratio between Grove area & non grove area [ Land- sea ratio] , shape of the grove, the width of the grove etc. to optimize the performance of tread pattern. These patterns are designed to perform under different dynamic conditions. Nowadays designers seek the help of computer-aided simulations to predict the performance under different loading /riding conditions to optimize the pattern design.

Tyre as an Aesthetic component

The visual appeal of tyre is significant contributor in the overall aesthetics of a motorcycle. Hence in addition to performing all the functional requirements discussed so far, tyres ought to look good too.

The tread pattern should complement the overall styling language of a motorcycle. This attracts the attention of OEM’s vehicle styling studios towards tyre tread designs as well. In fact, most of the new tyre designs are done first at styling studio and then technically optimized by the tyre engineer to guarantee the functionality.

Material design

Tyre is a composite material made of different rubber compounds and reinforcing materials. Right compound and reinforcing material selection are crucial to achieve the target performance of tyre.

• Reinforcing materials:

Reinforcing materials provides the required strength and stiffness for tyre body [carcass]. This includes “tyre cords” used in tyre body ply & “bead wires” used in bead construction of tyres. Most used tyre cord materials are Nylon 6, Nylon 6-6, Polyester, Aramid, Rayon, Steel, etc.

These materials differ in their chemical composition, tensile strength, elongation properties, impact strength, temperature resistance, rubber adhesion, etc. Tyre engineer must choose the right tyre cords depending on the performance demands of the tyre like load carrying capacity, durability, impact resistance, drivability, speed of operations etc. Cost & availability also are few decisive parameters during selection of reinforcing materials.

Tyre Cord denier, cord style, EPI (Ends Per Inch), angle of cords and number of plies affect the strength of a tyre and are chosen based on engineering, and design criteria.

structural durability of a tyre is Primarily determined by the reinforcing material

• Rubber compound design

Each part of the tyre must dispense different functions and are thus designed with different rubber compounds like tread compound, sidewall compound, carcass compound, bead wire coat compound, etc.  Though all these compounds have their own importance, but tread compound selection is the most critical, as it has a direct impact on tyre traction, handling, wear performance, durability, rolling resistance, etc.

• • Trends of tread compound design:    

Even though smaller number of components are used in a motorcycle tyre, than as compared with passenger car tyres, but performance challenges involved in compounding are far more complex considering less area of tyre in contact with road. 3 major performance requirements in motorcycle tread compound are (1) Grip (2) Rolling resistance [fuel efficiency] and (3) Tyre life which is generally referred as the magic triangle in tyre rubber compounding. This is due to the contradictory response of these 3 performance characteristics to rubber compounding approach. For example, improvement in Grip normally comes with an increase in rolling resistance with conventional compounding as both are related to energy loss. It is always a challenge for tyre compounder to improve all three performance requirements together and this calls for the incorporation of advanced polymers and fillers.

Performance priorities for tread compound changes based on operating terrain, type of vehicle, etc. e.g. Street two-wheeler tread compound designs primarily focus on high grip and high-speed capabilities, whereas an on-off application tyre require higher cut and chunk resistance tread compound.

Demand for lower rolling resistance tyre is showing a steady increase Year-on-Year. Major divers for this growing demand are Electric vehicle introduction & increased focus on vehicle fuel efficiency, in few segments. Tread compounds are expected to deliver lower rolling resistance, without compromising the Grip – typical “magic triangle” puzzle for any tyre compounding engineer. Tyre industry can address this challenge by usage of new generation materials like SSBR, functionalized SSBR, high molecular

Design for manufacturing

For success of any product – Design & manufacturing sync is a must. While designing, to accommodate all functional requirements, a designer cannot ignore the significance of manufacturing process. Hence every tyre design is optimized to satisfy both functional & manufacturability needs. This if not done properly may result in suboptimal performance of the product,

Product Performance Testing

It’s important to review and verify the product performance before releasing it into the market. There are a set of Indoor & Outdoor tests for performance review. A few of them are listed below,

Indoor tests: High-speed drum test, Endurance test, Rolling resistance test, Force and moment testing, Stiffness test, Footprint etc.

Outdoor tests: Ride and Handling testing (track, off-road, public road etc.], Braking test [wet, dry], tyre wear test etc.

Blend of Engineering & Art

Being an integral part of vehicle suspension system & only contact point with road, a tyre plays significant role in motorcycle performance [safety, drivability etc.]. In addition to these performance parameters, tyres have significant influence on the overall styling of the vehicle. It complements the primary theme of the vehicle. A right blend of engineering and art is essential for a successful tyre design. One cannot substitute the other. Amongst different steps of tyre design like, dimension finalization, tread design & martial design etc. the most critical step is tread design (profile, pattern & compound)

Few areas designers are focusing today to  meet the near/middle future demands are

• Lowering the rolling resistance – without compromising grip
• Shortening the time to market.
• virtual simulation of tyre performance

 

References

1.  ‘’The pneumonic tyre’’, National Highway Traffic Safety Administration, Feb 2006
2. T. French, Tyre Technology, Hilger, New York, 1989.
3. Mechanics of Pneumatic Tires, S. K Clark, ed., University of Michigan, US Department of Transportation, National Highway Traffic Safety Administration, Washington, DC, 20590, 1891.

     4.  Handbook of vehicle-road interaction: vehicle dynamics, suspension design, and road damage / edited by David Cebon. p. cm. - (Advances in engineering), ISBN 9026515545

    5. “Tyre and Vehicle Dynamics” , Hans B. Pacejka,  Professor Emeritus Delft University of Technology, Consultant TNO Automotive Helmond

     The author is General Manager - Product Development,2&3-Wheeler tyres, CEAT Tyres

Dunlop will present its proprietary SENSING CORE technology at the Consumer Electronics Show (CES) 2026 in Las Vegas coming January. The prominent global trade event, scheduled for 6–9 January 2026, will serve as the platform for Dunlop to highlight the system's role in advancing safety for future autonomous mobility.

Central to the booth will be a display focused on evolving SENSING CORE into a broader technology platform. This exhibit will detail collaborative technical verifications with T2 Inc., a firm developing hub-to-hub autonomous trucking services. It will also feature integrated fleet service demonstrations combining the sensing technology with AI solutions from Viaduct, Inc., a US-based company acquired by Sumitomo Rubber in August 2025. The company plans to leverage this acquisition from 2026 to efficiently expand predictive maintenance services for fleet operators globally, including in Japan and European markets.

Further exhibit segments will immerse visitors in six future mobility scenarios, spanning logistics, public transportation and infrastructure. The company positions SENSING CORE as a foundational technology for safer autonomous driving, capable of gathering critical data on tyre and road surface conditions. This information is intended not only for direct vehicle control but also for cloud-based integration with broader societal data streams. Ongoing development efforts are aimed at supporting the realisation of a safer and more advanced mobility experience for all.

India’s mounting tyre waste problem has found a determined challenger in Home Zone Rubber Solutions, a young but ambitious company from Vapi, Gujarat. Founded just four years ago by stainless-steel-industry veteran Jitendra Agarwal, the recycler has quickly scaled to processing more than half a million scrap tyres annually with plans to double capacity through an upcoming IPO. Armed with cutting-edge Danish Eldan technology and a vision that blends environmental responsibility with industrial innovation, Agarwal is positioning Home Zone not just as a recycler but as a pioneer of India’s circular economy in rubber.

Home Zone Rubber Solutions, headquartered in Vapi, Gujarat, is rapidly establishing itself as one of India’s foremost tyre recycling companies. Established just four years ago by Managing Director Jitendra Agarwal, the company’s roots trace back to a legacy in stainless steel manufacturing. However, post-pandemic, Agarwal saw an opportunity to pivot towards environmental sustainability through tyre recycling owing to its immense potential but significant challenges.

Speaking exclusively to Tyre Trends, Agarwal said, “Our family has always been in the stainless steel business, but I have long been passionate about environmental issues and recycling. When the opportunity presented itself after lockdown, we grabbed it with both hands.”

Today, Home Zone processes around 5,000 tonnes of scrap tyres every month, which translates to over half a million tyres annually. Agarwal shared that with an upcoming initial public offering, the company plans to double this capacity, targeting recycling of up to 10 million scrap tyres annually.

“This is a huge achievement because tyres are among the most hazardous wastes worldwide. They can take 150 to 200 years to decompose if left unchecked. They pollute landfills and oceans alike, so taking millions of tyres off the roads and recycling them is vital to protecting our environment,” Agarwal explained.

INNOVATIVE METHODOLOGY

At the heart of Home Zone’s process is a sophisticated tyre recycling line sourced from Denmark, known as Eldan. This machinery stands out as one of the most advanced globally, capable of reclaiming 99.9 percent crumb rubber granules from shredded tyres, claimed the executive.

“Separating components like steel is fairly straightforward, but the fibre and rubber separation is incredibly complex. Our line is the only one currently in India with a full Eldan setup, and it delivers unparalleled efficiency and quality,” Agarwal said.

The crumb rubber generated is classified in mesh sizes in granular levels ranging from 5 up to 20 mesh currently. The company is working towards finer mesh granules going up to 40 and eventually 80 to 120 mesh, which are essential for manufacturing new tyres from recycled material. Agarwal notes that this progression is gradual given the technological challenges of grinding tyres to such fine granularity in a controlled environment.

The applications for crumb rubber extend beyond new tyres. The company’s crumb rubber is widely used in diverse sectors including sports turf grounds, anti-slip tiles, automotive components, conveyor belts, industrial footwear and infrastructure projects.

The company maintains a research and development team, including experts in robotics technology, to ensure product quality and innovation. “As we move into finished products ourselves, quality testing and consistent innovation are vital,” Agarwal stressed.

One particularly unique product is the cow mat, exported from India to dairy-producing countries worldwide. Made from crumb rubber, these mats improve cow comfort, reduce blood pressure of animals and consequently increase milk production. This innovation exemplifies how recycling can impact even agricultural practices.

MARKET WATCH

While Home Zone currently primarily serves the domestic market, exports are an important growth area. Plans include selling crumb rubber and finished mats to markets in the Middle East, Europe and China. Agarwal sees China as a significant opportunity, especially for finished rubber products rather than just raw crumb rubber.

To support this expansion, the company has identified a 25-acre land parcel near Mundra port, approximately 9.5 kilometres from the port itself. This facility aims to be a fully integrated recycling and manufacturing hub, where crumb rubber will be processed into finished products before export. The target for beginning operations is late 2026.

Furthermore, while India remains the third largest generator of scrap tyres globally, Agarwal pointed out that the supply of these tyres for recycling is fragmented and inefficient, forcing Indian recyclers to import scrap tyres from the US and Europe, often at lower costs due to government subsidies and more streamlined collection systems abroad.

To tackle this, Agarwal has launched Re-Tyre Bazar, India’s first organised scrap tyre collection network. Initially rolling out centres in states like Tamil Nadu, Telangana, Rajasthan, Maharashtra and Madhya Pradesh, this initiative aims to consolidate the fragmented supply chain and enable recyclers to source Indian scrap tyres exclusively in the near future.

“If we can organise this chain effectively, we won’t need imports except as a bonus. That would validate the model and mark a major step forward for the Indian recycling industry,” Agarwal said.

Re-Tyre Bazar operates as an independent company and is intended to serve the entire Indian recycling sector, rather than being exclusive to Home Zone Rubber Solutions.

FOCUS VIEW

Agarwal highlighted that about 70 percent of Indian scrap tyres come from the truck and bus segment. “TBR scrap tyres generally lend themselves to higher quality  recycling applications, compared to passenger car tyres,” he explained. This focus area presents significant opportunity for the company as it scales production and refines crumb rubber quality.

Addressing common misconceptions about tyre quality, he stated, “Many believe that American and European tyres are superior, but it’s not true. Indians may even have a 5 to 10 percent advantage due to how tyres are used and road conditions.”

He was also candid about rumours that some importers misuse scrap tyre imports licenses, selling raw material rather than using it in production. “Such misuse is limited to a small minority, but government agencies must enforce regulations strictly to protect industry credibility,” he said.

On the regulatory front, Agarwal views government initiatives such as Extended Producer Responsibility (EPR) as positive developments that place recycling obligations on tyre manufacturers. However, careful enforcement is needed. He also advocates for consumer awareness campaigns and incentives like green labelling for recycled products.

“Consumers want environmentally friendly choices. A green label on products made from recycled rubber could boost demand and support the circular economy,” Agarwal noted.

FUTURE PROSPECTS

The upcoming IPO is a major step towards funding Home Zone’s expansion. Public filings indicate the company aims to increase production capacity from around 57,000 metric tonnes annually and invest in new machinery and facilities.

“We expect the next decade to be very exciting for the industry,” Agarwal said confidently.

Reflecting on the company’s environmental mission, Agarwal concluded, “We inherited this planet from our parents and grandparents. If we cannot leave it better, let us at least leave it as we found it.”

Ian Andrews steps into the role of NTDA Chief Executive at a precarious moment for the UK tyre industry, where skills shortages, demographic shifts and mounting environmental pressures threaten to outpace the sector’s readiness. New to tyres but not to membership organisations, Andrews must prove his ability to turn fresh perspective into actionable solutions bridging gaps in recruitment, diversity and sustainability while convincing members that the nearly century-old association can adapt quickly enough to safeguard its relevance.

Ian Andrews, the newly appointed Chief Executive Officer of the National Tyre Distributors Association (NTDA), has embarked on a mission to address urgent challenges within the UK tyre sector, undertaking a comprehensive strategy to tackle recruitment issues, enhance member engagement, promote collaboration and advance environmental sustainability.

Coming from two decades of senior leadership in membership-based organisations but new to the tyre industry itself, Andrews brings a fresh perspective combined with seasoned leadership skills to the nearly 100-year-old trade association.

Upon assuming his role, Andrews emphasised a grounded approach focused on learning directly from NTDA members. “My immediate priorities are to understand the challenges and opportunities that face the tyre sector here in UK, principally, but globally as well,” he shared.

Approaching the role without preconceived notions, he aims to listen and respond to member feedback. Early indications point to recruitment and careers as pressing issues. “Careers and recruitment seem to be one of the early areas of work that we need to focus on. There are significant recruitment issues here in UK, not just in tyres but across the whole motor vehicle sector,” said Andrews during the exclusive interview with Tyre Trends.

TACKLING GAPS

The UK tyre sector faces a looming demographic shift with a substantial number of experienced professionals expected to retire over the next decade, risking a critical loss of institutional knowledge and technical skills.

Andrews warned, “The sector has got a significant number of people who will retire in the next 10 years. So there’ll be a significant loss of knowledge and skills.”

While larger companies have training and HR departments to manage recruitment and development efforts, smaller businesses face a heavier burden. “They are doing it themselves, and if you’re employing somebody new, then it’s a huge commitment to train and develop that person until they start generating revenue and making a return on the investment,” he explained.

Recognising the sector’s traditionally male-dominated nature, Andrews stressed the imperative of building a more diverse workforce. “We need to look at getting a better and more diverse workforce. Moreover, any business should be reflective of the community it’s working in. If you’re in an ethnically diverse community, your workforce will be best when it’s ethnically diverse,” he noted.

Yet he acknowledged the cultural shift required will take time and that’s not going to happen overnight.

Furthermore, Brexit has complicated recruitment by reducing access to talent from Europe, shifting the focus predominantly to UK-based recruitment. “Most of the tyre sector focus is on UK recruitment, perhaps more so now after Brexit,” Andrews noted.

Despite these constraints, his message was clear: “If we keep doing what we’ve always done, we’ll end up with what we’ve always had. So we need to look at doing different things. Reaching different groups of people.”

To address the skills and professionalism gap, NTDA has expanded its tyre technician licensing schemes significantly. Andrews reported robust uptake with over 16,000 technicians licensed by the NTDA.

This growth is particularly notable in the past two years. Acknowledging the specialised skills needed in emerging technologies, he highlighted the introduction of licensing for electric vehicle tyre (EV) technicians. “The whole electric vehicle is bringing a new plethora of challenges and opportunities. It’s a different skill set. Everything is different in EVs,” he said.

ENGAGING MEMBERS

Member engagement and retention stand as foundational pillars for Andrews’s leadership as well. He aims to increase members’ awareness of

NTDA’s benefits and encourage their active participation. “Often, members pay their membership fee but don’t really explore all the member benefits,” he observed.

Plans include surveying members on their benefit awareness and usefulness while exploring additional services that may be introduced. To foster greater connection, Andrews is looking at enhancing local engagement through regional events across UK, alongside leveraging digital platforms.

He mentioned, “We run large national events in October, including our National Tire Conference and National Tire Awards, which are very well supported. But we need to explore how else we can engage with members on a more local basis for physical events but also on a digital basis.”

His previous experience includes organising half-day digital forums with speakers and interactive participation, offering participants the flexibility to attend live or watch recorded sessions later.

Collaboration within the sector forms a cornerstone of Andrews’s strategic outlook. While mindful and cautious of anti-competitive regulations, he believes substantial benefits can come from sharing resources and best practices, especially on recruitment and sustainability challenges.

“There’s always greater advantage in collaboration than there is in competition. Who is doing it well? What are they willing to share? What resources do they have that might be made more widely available?” he asserted.

At the same time, he acknowledged the necessity of protecting commercially sensitive information: “There will always be things that are commercially sensitive and need to be kept such, but that’s fine. Let’s collaborate on the 90 percent that isn’t commercially sensitive and keep the 10 percent that is.”

ENVIRONMENTAL STEWARDSHIP

Environmental stewardship and sustainability have emerged prominently on the NTDA agenda. Andrews described active engagement with the UK Environment Agency regarding the management of end-of-life tyres.

“We’re engaged with the agency that is responsible for where end-of-life tyres end up, making sure that they end up in the right place at the right time and don’t clog up our rivers, canals and green spaces,” he stated.

Growing government interest in tyre runoff impacting watercourses may further intensify oversight. “There’s government interest in where runoff from tyres is ending up in the water courses,” Andrews noted, emphasising the importance of proactive dialogue. “With all aspects of working with government, it’s about getting to them before they get to you.”

He committed to openness and transparency if issues arise, stating, “If there’s an issue, then be upfront and open that there’s an issue and we’re working on it and there is a solution.”

Looking to the future, Andrews identified his plans for NTDA’s next three to five years that include member growth, recruitment and environmental awareness. “Internally, it is driving member engagement and member value and therefore driving up member growth,” he shared.

Externally, recruitment and environmental matters are key concerns. Noting that larger companies typically have sustainability specialists, Andrews highlighted the need to support smaller businesses struggling to navigate sustainability practices. “Helping the whole sector regardless of the size of the business is important,” he said.

Throughout the interview, Andrews repeatedly underscored the fundamental role of the tyre industry in public health and safety. “The tyre sector is fundamentally about health, safety and well-being,” he emphasised.

“You wouldn’t put your most precious things anywhere without some assurance that they’re going to be safe. Let’s not put our partners, children, parents into vehicles without some assurance that the tyres are going to do the job that’s expected of them,” he asserted.

Based in Halesbury, Buckinghamshire, Andrews expressed enthusiasm for leading the NTDA forward. While new to tyres, he is confident in his ability to learn quickly with the board and executive council’s support. “The tyre stuff I will learn. When I joined the BPCA, I knew nothing about pest control. Now I’d like to think the same will be true of tyres. It’s all learnable,” he said.

He also stressed his readiness to bring expert colleagues to discussions, for example, when facing government ministers, to ensure the expertise needed is present.

As he takes charge of NTDA during a time of transformation, Andrews seeks to position the association as the collective voice of the tyre sector, delivering professional standards and fostering a collaborative, diverse and sustainable industry that prioritises safety and well-being.

Fornnax has officially launched one of the world's largest integrated hubs for recycling innovation: a New Product Development centre and demo plant spanning over 12 acres. This facility is a critical milestone in the company's strategic vision to become a global leader in recycling solutions by 2030. It is designed to accelerate the advancement of recycling technology through a comprehensive, customer-focused approach.

The centre’s core function is its New Product Development framework, which is built upon a meticulous Gate Review Process. This system ensures precision from conception to completion. The journey begins with market research and ideation from the Sales and Marketing team, followed by a strategic review by the Leadership Team. The Design Team then creates detailed plans that are evaluated by Manufacturing, Service and Safety teams. After final approval, a functional prototype is built and subjected to a rigorous six to eight-month validation phase. The process concludes with design optimisation for mass production, officially launching the equipment for the global market. This method not just upgrades Fornnax's shredders and granulators – enhancing their capacity, energy efficiency and operational availability to 18–20 hours per day – but also validates the equipment for up to 3,000–15,000 hours under real-world conditions

A key feature of the facility is its open-door policy for clients. Customers can bring their specific materials to the demo plant to test equipment performance across various machines and conditions, providing a risk-free environment for informed investment decisions. The centre will also drive research into emerging recycling applications, such as E-waste, cables and lithium-ion batteries, where specialised engineering teams will conduct feasibility studies to design tailored solutions.

Beyond technology, the facility includes an OEM training centre dedicated to developing a skilled workforce. The programme trains operators and maintenance engineers, who gain hands-on experience before being deployed to support Fornnax's customer base. The company will also deliver comprehensive corporate training to domestic and international clients, empowering them with the expertise for optimal plant operation and maintenance. By uniting R&D, testing and training under one roof, Fornnax is establishing a powerful foundation to scale its offerings and lead the next generation of recycling technology.

Jignesh Kundariya, Director and CEO, Fornnax, said, "Innovation in product development is the key to success of becoming a global leader. With this new facility, we now have the speed, flexibility and controlled environment to design, test and validate new technologies in just six to eight months, something that would take significantly 4–5 years at a customer site. Each machine will undergo validation according to global standards, with every critical part and assembly rigorously tested under Engineering Build (EB) and Manufacturing Build (MB) protocols. Our goal is to empower customers with clarity and confidence before they invest. This facility allows them to test their own materials under real-world conditions, compare machines and see results firsthand. It’s not just about selling equipment; it’s about building trust through transparency and delivering solutions that truly work for their unique needs.”