The wasted resources don’t just stop with the cost of tyres.

Think of the

•          increased fuel burn, increased engine wear as power units work harder

•          increased bearing loads leading to reduced wheel end life

•          suspension components being twisted as loads are not aligned with axle / chassis axis

•          driver fatigue as the driver fights the vehicle to keep it straight down the road

and from a pavement manager’s (Hello Governments!) perspective think about the side forces generated on the road surface.  How does this affect the maintenance budgets of the road managers?

As an example of what I am saying go to the tyre bay now, grab an inflated truck tyre and roll it across the yard.  Yes, it will roll easily as it is not constrained by a wheel end or other tyres attached to the same axle or for that matter vehicle.

Now drag the tyre at an angle (even just a degree or two) to the intended travel, yes by hand. How much more energy is required to drag the tyre to the same point in the yard?  To you, the fleet manager, who is now exhausted, I ask directly, why do you expect your trucks and trailers be any different to your own experience?

Where does the energy required to abrade the tyres in the fashion demonstrated on the photos above come from?  Only one place, the fuel tank of the vehicle.

So, when pressures are understood and brought under control the very next aspect to consider is the alignment of the tyres and wheel ends.  As was experienced when dragging a single tyre across the yard the energy input is substantial affecting all the aforementioned cost centres on the fleet/vehicle.

In my previous article I discussed tyre tracking, how each tyre was tracked to determine the performance outcomes. With hard evidence in a numerical format, educated decisions can be made about the performance of each tyre specification and how each vehicle determines the outcomes.

If one vehicle shows accelerated tyre wear is this the “fault” of the tyre or perhaps it is maybe that the vehicle has issues. So many people are very quick to blame the poor tyre, which is only doing what it is told to do. It has no say in how it performs; a tyre is totally at the mercy of the operator.

By understanding the performance decisions can be made on a sound economic basis rather than the wild guessimation that seems to be the manner in which many transport businesses conduct their tyre operations.  With understanding comes positive economic benefits, enhanced safety and bottom-line profits which is after all the reason that we are in business is it not?

When considering alignment most issues for a multi combination (truck with trailer(s) usually reside with the trailers.  People spend big time having the tractor axles aligned and then wonder why irregular tyre wear is still such an issue. The trailer actually pulls the tractor if it (the trailer) is not properly aligned.  Consider the axles of the entire vehicle as a team. If they are not ALL going in the same direction, then how is the goal (i.e. profit) going to be achieved? Does a number of football players on the field together make a team?  NO! Only when the individuals play as a team are the desired results gained. So why is it different for a multi axle vehicle?

Wheel alignment is an art, it takes a lot of experience to consider what information the tyres (and the driver) are providing.  Making adjustments can sometimes be down to single millimetres, yes it makes that much difference.  Toe and castor settings, scrub and thrust angles all affect not only the tyres but also the wheel end life as well as the fuel burn rates.  Often heard explanations are “that takes too much time or costs too much”.  Well, looking at the tyres in the photos above how much is being “sacrificed” in the name of economics?  Sure, if it was “just” the tyres economic rationalisation could be sound but when fuel burn (consider ~2 – 6%), reduced wheel end life (actual can be 10 – 20%) are added to the list do the economics still come to be the positive outcome thought to be so?

Then consider vehicle safety and driver safety as well as satisfaction.  Driving a truck that requires constant adjustment to the steering to maintain the desired direction is profoundly tiring.  The fact that a fatigued operator makes more errors of judgement is well accepted. So why are transport companies not striving to have their vehicles rolling down the highways and roads rather than being dragged?  Remember dragging the tyre across the yard?  Was that not quickly fatiguing?

The question remains why do so many people still ignore the waste generated from not utilising the second highest operating expense within a transport fleet, the humble tyre?

Are you so tired that tyres don’t count?  Why throw your profits away?

• Adam Gosling and the team at TyreSafe Australia provide guidance and direction for all tyre users. Safety is paramount, so is efficiency and sustainability. Tyres are a globally universal product, the requirement for tyre safety is also a global standard

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Vaculug, Europe’s largest independent retreader producing high-quality OTR and truck retread tyres for fleets across the UK and Europe, has expanded its UK presence by acquiring Tyrefair in Kinross, Scotland.

This strategic acquisition extends the company's award-winning service further north, ensuring Scottish customers receive the same high-quality OTR and truck retread tyres Vaculug has supplied for 75 years. Since the purchase, the Kinross location has already grown by 25 percent, with an ambitious target to double its business within a year and then double it again.

This move is a key part of Vaculug's 2026 growth strategy, focused on strategic acquisitions that enable better, faster and more sustainable customer service. The acquisition reinforces Vaculug’s long-standing environmental mission, marking a new chapter of sustainable growth with a strengthened Scottish operation.

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Nokian Tyres is expanding its US presence through a new nationwide partnership with American Tire Distributors (ATD). This agreement provides Nokian access to ATD’s vast network of over 110 distribution centres, serving roughly 80,000 customers.

The collaboration will efficiently supply tyre shops with Nokian’s complete product lineup, enabling dealers to broaden their inventory. Both companies bring 90 years of experience and a shared dedication to innovation, safety and sustainability. This partnership will offer drivers more choices, supported by Nokian’s award-winning Tennessee factory and ATD’s technology-driven logistics.

This enhanced distribution capability ensures that consumers will have greater access to a full spectrum of high-performance tyres, meeting diverse driving needs and conditions. The alliance strengthens both brands' market positions by combining premium products with an unparalleled delivery system, ultimately improving service for dealers and drivers alike across the country.

Chris Ostrander, SVP, North America, Nokian Tyres, said, “The partnership with ATD enables us to reach more tyre shops and more drivers than ever before. ATD’s robust distribution network, customer service and responsiveness strengthen our agility to serve both new and existing customers.”

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The U.S. Tire Manufacturers Association (USTMA) has announced a new webinar series designed to advance the circular economy for end-of-life tyres (ELTs) in collaboration with the Tire Recycling Foundation. Titled ‘The Road to 100% Tire Circularity: ELTs Going Full Circle’, the initiative aims to foster the development of scalable and profitable markets for recycled tyres. The series will launch in September 2025 and continue through February 2026.

Hosted by John Sheerin, USTMA’s Senior Director of ELT Programs, each session will convene industry experts, recyclers and state policymakers. Their discussions will focus on the latest research and real-world applications that transform waste tyres into valuable resources, thereby diverting them from landfills and generating environmental, industrial and economic benefits.

The programme will explore three of the most promising markets for end-of-life tyres. It begins on 23 September 2025 with a session on tyre-derived aggregate (TDA), examining its use in civil engineering projects like structural fill and stormwater management. A subsequent webinar on 30 October 2025 will cover the growing market for moulded and extruded products made from recycled rubber.

A significant portion of the series will be dedicated to rubber-modified asphalt (RMA), a material known for creating longer-lasting and more sustainable roadways. An introductory session on 20 November 2025 will review the overall performance and benefits of RMA. This will be followed by two regional deep dives: one on 14 January 2026, focusing on practical applications in Midwestern states like Michigan and Ohio, and another on 28 January 2026, exploring its adoption in Southern states including Kentucky and Georgia. The series will culminate on 24 February 2026 with a capstone session providing a comprehensive overview of grant and funding opportunities available to support the growth of these ELT markets.

This initiative addresses a critical need. While tyres are one of the most recycled products in US, and stockpiles have been reduced by 94 percent over the past three decades, the generation of end-of-life tyres continues to outpace their consumption in recycling markets. The webinar series is presented as a strategic pathway to bridge this gap by promoting innovative and sustainable end-use applications.

Those interested in shaping the future of tyre management are encouraged to register for any or all of the webinars through the USTMA website. Attendees will receive a resource kit after each session to help facilitate further discussion and action.

Anne Forristall Luke, President & CEO, USTMA, said, “We view these webinars as a crucial opportunity to connect key leaders across the country and show them that sustainability and economic growth go hand-in-hand. By showcasing proven applications and providing the tools to act, we can collectively turn ELTs from a waste challenge into an economic engine.”

Sheerin said, “As we look to expand ELT markets and unlock the full environmental and economic potential of end-of-life tyres, collaboration is essential. And no one can do it alone. State DOTs, regulators, recyclers and manufacturers must work together to help grow ELT markets through targeted investment, supportive policy and continued research.”

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Continental is accelerating its commitment to sustainability by integrating a growing proportion of renewable and recycled materials into its tyre manufacturing. The company’s current average of 26 percent is projected to rise by several percentage points within the year, with a strategic goal of reaching at least 40 percent by 2030. A central pillar of this initiative involves rethinking the sourcing of two essential components: rubber and resins.

Rubber is a fundamental material, constituting up to 40 percent of a modern high-performance tyre’s weight. Continental utilises a complex blend of up to 100 different raw materials, engineered into numerous customised rubber compounds for each tyre. The portfolio includes both natural rubber, prized for its durability and resistance in critical areas like truck treads, and synthetic rubber, which enhances braking performance and rolling resistance in passenger vehicles. The company is now progressively replacing conventional fossil-based synthetic rubber with more sustainable alternatives. This includes synthetic rubber derived from used cooking oil and pyrolysis oil from end-of-life tyres, sourced from certified partners like Synthos and TotalEnergies Cray Valley.

Complementing rubber, specialised resins are vital for optimising a tyre’s performance characteristics. These resins help fine-tune the balance between elasticity and resilience, which directly improves wet grip, abrasion resistance and energy efficiency. Continental is incorporating circular resins, also certified under the ISCC PLUS standard, which originate from renewable feedstocks like vegetable oil or used cooking oil.

Furthermore, the company is adopting sustainable alternatives for key additives. For instance, it is the first tyre manufacturer to use a certified biocircular version of the antioxidant TMQ. Produced from waste materials such as recycled cooking oil, this additive achieves a carbon footprint over 30 percent lower than its conventional counterpart.

To systematically track and scale the use of these sustainable materials, Continental employs a mass balance approach. This method allows fossil-based, renewable and recycled feedstocks to be mixed in production while accurately attributing the sustainable content to the final product. This system provides verifiable documentation and enables Continental to continuously increase its use of certified materials across its entire tyre range.

Jorge Almeida, Head of Sustainability at Continental Tires, said, “We’re closing the loop: Continental is ramping up its commitment to a circular economy and mapping out its path for the future. Innovative solutions enable us to use more sustainable raw materials, such as synthetic rubber made from used cooking oil or resins based on certified renewable feedstocks originally derived from vegetable oil.”

Matthias Haufe, Head of Material Development and Industrialisation at Continental Tires, said, “The mass balance approach enables us to efficiently manage the complexity of the raw materials portfolio and track how these raw materials are used at multiple production sites in a wide range of markets. In this way, we can steadily increase the share of renewable and recycled materials in our tyre production – and transparently document the progress we make.”

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