South Korean start-up is transforming tyre safety by delivering real-time data insights that go beyond traditional TPMS, monitoring tyre pressure, temperature, wear and alignment. Targeted at fleet operators and manufacturers, BANF’s system improves vehicle safety, reduces costs and supports sustainability. With global partnerships including Volvo and Hyundai, BANF is also exploring market opportunities in India.

When it comes to vehicle safety and fuel efficiency, the role of tyres has often been underrated. Modern vehicles have undergone significant advancements over the decades, evolving from basic mechanical structures to sophisticated mechatronic and digital systems. However, for most, tyres remain largely unchanged – seemingly confined to the traditional black, rubber look without much technological upgrade.

The Tyre Pressure Monitoring System (TPMS), introduced in 1986 within high-end luxury cars, has yet to achieve global standardisation. Apart from a few countries where it is mandated, TPMS remains a novelty even in modern vehicles.

BANF (Begin a New Future), a South Korean start-up focusing on software and hardware technology to fully digitalise tyre information, is determined to change this. In an exclusive conversation with Tyre Trends, Ron Yoogun Lee, VP of Global Business Development at BANF, explains the company’s purpose:

“BANF was founded to address this critical need by integrating smart sensor technology and data analytics into tyre management. Our mission is to elevate vehicle safety, enhance tyre performance and reduce environmental impact through the digitalisation of tyre data. By providing real-time insights into tyre conditions, BANF empowers fleet operators, manufacturers and drivers to optimise maintenance, lower costs and promote sustainability. This drives us to tackle industry challenges with transformative solutions, pioneering a safer and more connected future for mobility.”

Expanding beyond basic TPMS capabilities

Lee explains that one of the primary limitations of current TPMS is its restricted data scope. Traditional TPMS sensors monitor tyre pressure at low frequencies, transmitting data every few minutes but focusing solely on air pressure.

BANF’s technology, however, gathers a wider range of tyre data, including pressure, temperature, tread wear, wheel alignment and even lug nut stability. This approach goes well beyond air pressure monitoring, providing insights that make tyres ‘smarter.’

Using machine learning, BANF’s system analyses the data to offer valuable insights to drivers and fleet operators regarding not only tyre health but also cargo load measurements and road surface conditions. The data is reportedly up to 90 percent accurate.

Lee details the core of BANF’s solution, which is built on two main components:

Tyre-Mounted Sensor (iSensor): A 3-axis accelerometer-based sensor attached (glued) inside the tyre’s inner liner, the only point of contact between the vehicle and the road.

Smart Profiler (Transmitter): Mounted on the mud flap or wheel arch and connected to the vehicle’s battery, this device wirelessly powers the sensor using magnetic resonance, gathering data on the tyre's internal and external conditions.

“Unlike standard TPMS, our system collects and analyses a comprehensive range of data points, offering real-time insights into tyre health and performance. This includes not only pressure but also factors such as temperature, tread wear and load, providing a more complete picture of the tyre’s condition,” he says.

BANF considers its unique selling point to be its advanced digitalisation and data analytics capabilities. The system empowers fleet managers, manufacturers and drivers to make proactive, data-driven decisions to enhance safety, optimise tyre performance and reduce maintenance costs. This comprehensive approach to tyre monitoring addresses the limitations of traditional TPMS, meeting the rising demand for safer, smarter and more efficient mobility solutions.

Continuous power and data collection

BANF’s technology enables continuous power supply to high-speed rotating tyres using resonant wireless power transmission. This allows the internal sensors to continuously collect data while driving, capturing 3-axis (X, Y, Z) accelerometer data to support advanced algorithm development. Additionally, BANF leverages mathematical modelling expertise to ensure high efficiency and minimal error in resonant wireless power environments.

Despite TPMS technology existing for over four decades, it still lacks widespread adoption. Why is that? Is it due to cost, awareness or maturity of the technology? Lee attributes the slow adoption of basic TPMS to limited consumer awareness and the system’s restricted functionality.

While TPMS provides basic air pressure information, it does not address other crucial aspects of tyre health, such as temperature, tread wear and load. This limited capability diminishes its perceived value, especially among consumers and manufacturers seeking comprehensive solutions.

“However, with the inevitable rise of electric vehicles (EVs) and autonomous vehicles (AVs), the demands on tyres are increasing. EVs, with their heavier batteries and higher torque, place additional stress on tyres, while AVs, designed for continuous operation, further amplify this strain. Traditional tyre monitoring methods, such as visual inspection, are inadequate for autonomous vehicles. As these trends reshape the automotive landscape, the need for advanced tyre monitoring systems that go beyond basic TPMS is growing. This shift will likely increase consumer awareness and drive the adoption of more comprehensive tyre monitoring solutions,” explains Lee.

While BANF may still be relatively unknown, the Korean start-up is already collaborating with major players like CampX by Volvo Group, Hyundai Motor Group, DHL and more than 20 other global organisations.

“Our primary target clients are fleet management companies operating commercial vehicles, particularly in the Truck and Bus Radial (TBR) segment. These clients benefit most from our advanced tyre monitoring solutions due to the significant return on investment (RoI) from optimised tyre usage, enhanced safety and reduced maintenance costs. By providing real-time insights into tyre health, we enable fleet operators to make data-driven decisions that minimise downtime and maximise efficiency. We currently produce 1,000 units monthly and are expanding our manufacturing capabilities,” shares Lee.

Plans for India and tyre safety

India, traditionally a cost-conscious market, has emerged as a major manufacturing hub and one of the fastest adopters of new technologies. In response to a question on BANF’s potential interest in India, Lee reveals:

“We are currently working with several companies in India, including major tyre manufacturers, vehicle manufacturers and last-mile fleet operators. We are supported by KISED, an arm of the Ministry of SMEs of Korea and NIPA, part of the Ministry of Science and ICT. We are actively engaging with stakeholders in the Indian innovation ecosystem and will be visiting India shortly to strengthen partnerships and explore further opportunities.”

Acknowledging India’s cost-sensitive market, Lee adds, “We are considering options for a facility setup worldwide, with India being one of our top choices.”

Road safety remains a priority for both the Indian automotive industry and the world. Despite numerous initiatives and technologies, the World Health Organisation (WHO) reports that 1.19 million lives are lost in road accidents each year. Road traffic injuries are the leading cause of death for children and young adults aged 5–29 years, with 92 percent of fatalities occurring in low- and middle-income countries.

Focus areas for tyre industry safety and efficiency

Lee identifies three key areas where the tyre industry can improve safety and efficiency:

1. Advanced Materials: Developing new tyre compounds that enhance durability and reduce rolling resistance can improve safety and energy efficiency. Lightweight, high-strength materials reduce energy loss and extend tyre life, crucial for EVs demanding lower energy consumption for longer range.

2. Intelligent Monitoring Systems: Smart sensors to monitor tyre health in real-time are increasingly essential. By tracking metrics such as pressure, temperature, tread wear and load, intelligent systems can alert drivers or fleet managers to potential issues before they escalate. This proactive approach enhances safety and fuel efficiency, as well-maintained tyres contribute to better aerodynamics and lower fuel consumption.

3. Sustainable Manufacturing: Optimising production to minimise environmental impact is crucial. Using eco-friendly materials, reducing waste and recycling tyres contributes to a more sustainable industry, aligning with global trends towards green manufacturing and supporting the energy efficiency goals of the automotive industry.

INTERVIEW: Ron Yoogun Lee

What are the upcoming key trends you see in the tyre industry?

One of the key trends in the tyre industry is the increasing emphasis on safety. As vehicles become more advanced, with a growing number of electric vehicles and autonomous vehicles entering the market, the demands placed on tyres are intensifying. EVs, for instance, have heavier loads and higher torque, which increase wear and tear on tyres, while AVs require consistent, reliable performance to operate safely around the clock. These factors are driving the need for smarter tyre solutions that go beyond traditional monitoring systems.

There is a growing demand for intelligent tyre technologies that provide real-time data on various parameters like pressure, temperature, tread wear and load. Such capabilities allow fleet operators, manufacturers and individual drivers to maintain tyre safety proactively, reduce maintenance costs and ensure optimal performance under diverse conditions. Meeting the advanced requirements of EV and AV clients is crucial, as their vehicles rely on enhanced tyre performance for safety and efficiency. As a result, the industry is moving towards digitalisation and smart sensors to address these evolving needs, marking a significant shift in tyre technology and monitoring.

What is BANF’s business plan (OE supplier), or you will also look at aftermarket opportunities?

BANF’s business plan primarily centres around building strong partnerships with Original Equipment (OE) manufacturers and OE suppliers. Our goal is to enhance tyre safety and efficiency directly at the manufacturing stage, ensuring that end customers benefit from high-quality, intelligent tyre solutions from the outset. Currently, our focus is on the commercial vehicle segment, where we see substantial demand for advanced tyre technology to improve safety, performance and operational efficiency.

That said, we also recognise the significant potential in the aftermarket sector and are actively exploring opportunities to expand into this space. The aftermarket offers us the chance to provide a wider range of products and services directly to end-users. By pursuing both OE partnerships and aftermarket avenues, we aim to deliver innovative tyre solutions that meet the evolving needs of our customers across the entire lifecycle of their vehicles.

What are the other products or areas that you would look to focus on?

Looking ahead, we still believe there is a lot can come out from tyre. We are currently developing many other advanced features to be announced soon. In a sense of product portfolio, we are looking into two-wheeler, three-wheeler market and also airplane tyres.

Spain has built a mature system for managing end-of-life tyres, but recycling them is only half the circularity equation. Tratamiento Neumáticos Usados (TNU) Chief Operating Officer Javier De Jesus Landesa says the bigger challenge is creating demand for recovered materials. With retreading production declining, recycled materials struggling for stable outlets and pyrolysis economics dependent on downstream markets, Royal Decree 712/2025 faces a crucial test of answering whether stronger regulation can translate Spain’s waste-management capacity into commercially viable circular markets for recovered tyre materials.

Europe is reportedly one of the most mature markets for circularity objectives within the tyre industry. It is a market characterised by regulations, awareness, cross-country collaboration to tackle end-of-life tyres (ELT) disposal and consumption of recovered materials.

However, on the Southwestern side of the continent, especially Spain, things seem to be ironical. The country’s integrated management system for used tyre treatment, popularly known as Tratamiento Neumáticos Usados (TNU), managed nearly 99,000 ELTs in 2025.

The main purpose of this organisation is responding responsibly to the sources of ELTs and managing their recycling effectively. This is generally done through reusing and recycling.

The numbers stated above is 7.4 percent more than the previous year. TNU handled 42,910 collection requests and provided services to 5,510 collection points. Of the total managed, 9.94 percent went to preparation for reuse, 42.91 percent to material recovery and 47.15 percent to energy recovery.

Despite these numbers, the recyclable materials market faces a conundrum, which is quite ironical considering the global market’s pent-up demand for such products. Speaking to Tyre Trends exclusively, TNU Chief Operating Officer Javier De Jesus Landesa said, “The main challenge is demand for the materials we recover.”

He added, “Spain has been working with Extended Producer Responsibility for almost two decades. We have a well-established collection system, a network of authorised waste managers and sufficient industrial capacity to process the tyres generated. The problem comes afterwards. We can recover recycled rubber, steel and textile fibres through new technologies, but those materials need a market.”

The organisation can even finance and organise collection, ensure proper management and guarantee traceability, but it cannot create commercial demand for recovered materials.

Javier De Jesus Landesa, Chief Operating Officer, TNU

ROYAL DECREE

Spain’s Royal Decree 712/2025, passed on 27 August 2025, introduced changes in the country’s policy governing ELTs. According to Landesa, the most significant change leaned towards traceability and the quality of information.

“The new Royal Decree introduced stricter requirements regarding tyres placed on the market, their collection, treatment and final destination. We need increasingly accurate information and must be able to demonstrate what actually happens to those tyres,” he said.

And this affects the entire chain including producers, importers, waste managers and Producer Responsibility Organisations.

Despite these efforts, tyre reuse numbers aren’t seeing a fast uptick. The foremost reason, according to Landesa, is that despite the prohibition laid down in Article 17.1(a) of Royal Decree 712/2025, the separation, sorting and sale of ELTs by collection points continues to take place. “In our view, greater environmental inspection and enforcement by the competent regional authorities is needed,” he stated.

This results in a limited real availability of tyres that could have a second life. For a tyre to be prepared for reuse or for a casing to be retreaded, it must enter the authorised management system and remain in suitable condition.

In 2025, within the 9.94 percent managed by TNU for preparation for reuse, 4.69 percent corresponded to second-use tyres and 5.25 percent to retreading.

In addition, the regulation establishes a minimum target of 15 percent by weight for preparation for reuse starting in 2025. This 15 percent target remains the baseline minimum through the subsequent milestone years of 2030 and 2035.

And on the focus on traceability, the industry is still adapting. “Our position is quite clear. We want more traceability but less bureaucracy. Following the approval of the Royal Decree, we carried out a nationwide information campaign aimed at producers and waste managers and are continuing to provide extensive guidance to such members, explaining the regulatory changes, new obligations and how they should be applied in practice,” Landesa said.

MATERIAL INGESTION

In 2023, Spain produced 84,160 tonnes of recycled rubber, 37,776 tonnes of steel and 17,614 tonnes of textiles from ELTs.

Approximately 54 percent of the rubber was used for artificial turf and bases; 35 percent went to playgrounds, sports surfaces and safety flooring; 9 percent to moulded components and rubber products and only 2 percent to bituminous mixtures.

Furthermore, granulate will no longer be placed on the European Union market as infill material for new artificial turf pitches from October 2031.

This means that the industry needs to find and develop new applications. “We cannot ask the sector to recycle more and then fail to ensure viable outlets for those materials,” said Landesa.

Public procurement can be an important tool for large scale material ingestion as public expenditure represents around 14 percent of the European Union’s GDP.

“We have a regulatory basis, but the need is to translate it into actual public procurement specifications and turn that intention into demand,” he said.

He also noted that price cannot be the only criterion for competing with virgin raw materials. If circular economy is genuinely promoted, then public procurement must also take into account the use of recycled materials and the environmental benefits of replacing virgin raw materials.

Hence, Green Public Procurement can be decisive not only in meeting environmental objectives but also in generating stable demand for recycled rubber and reducing the consumption of virgin raw materials.

Pyrolysis also has an important role to play for the recycling industry. However, chemical recycling requires significant investment and its outputs must meet requirements for industrial use.

TNU has worked on this route for years and partnered with Greenval Technologies in 2021 on plants using technology developed with the Spanish National Research Council (CSIC). The main technical and production challenges have largely been overcome.

“The bigger challenge is demand. Tyre pyrolysis oil has a clearer market, while recovered carbon black lacks stable demand from tyre manufacturers. Achieving end-of-waste status for qualifying pyrolysis products would also make them easier to market. Ultimately, even technologically successful plants need stable markets for their outputs to remain economically viable,” said Landesa.

SECOND LIFE

Landesa notes that electric vehicle tyres demand more caution from the industry owing to greater weight. The demands around wear, efficiency and noise are also driving changes in tyre designs, materials and compounds.

However, at end-of-life, EV tyres still contain recoverable materials such as rubber, steel and textile fibres. The same applies to retreading as an EV tyre can be retreaded if its casing remains suitable.

“Recycling and retreading industries have adapted to previous changes in tyre technology and can do the same with EVs. However, EV tyres will introduce new considerations, and it is premature to conclude that they will inherently be less suitable for retreading,” said a confident Landesa.

Eco-design should therefore consider not only first-life performance but also retreadability, extended tyre life and eventual recycling. Regulations already require corporate prevention plans to include measures supporting longer tyre life, reuse and recycling.

As EV tyres evolve, their design should not unnecessarily restrict retreading when the casing remains technically suitable.

Nonetheless, the current retreading landscape of the country paints a gloomy picture. The problem is primarily economic and not a shortage of suitable casings.

Spanish and European retreaders have the expertise to adapt production, but demand has fallen amid competition from low-cost imported new tyres and insufficient policy support.

In Spain, retread production has fallen 52 percent in 20 years, from 1,132,500 to 540,850 units annually, while plants have declined from 46 to 12 units.

This creates a contradiction wherein legislation prioritises extending tyre life before recycling, yet the industry doing precisely that continues to shrink.

“Supporting retreading would reduce raw-material consumption while preserving European industrial activity and employment. We need to change perceptions and look beyond purchase price. For fleets, cost per kilometre and the casing’s entire service life are more relevant. A good casing can be regrooved and retreaded, potentially more than once,” said Landesa.

Safety misconceptions also need addressing. Retreaded tyres must comply with UNECE Regulations Nos. 108 and 109 for passenger and commercial vehicles.

Policy can stimulate demand. Royal Decree 712/2025 calls for Spanish public administrations to promote retreads in public fleets and services wherever technically feasible. Tax incentives and subsidies could provide further support.

Landesa stated that technology is not the principal problem because retreading is already a mature and regulated industry. Challenges include ensuring suitable casings reach retreaders, tyre design, consumer perception, low-cost imports and public policy.

The principle is straightforward that if a casing can have another life, it should be reused before being destroyed for material recovery. He mentioned that looking at the total cost of ownership could revive the industry, particularly in professional transport.

“Fleets should consider total service-life cost rather than purchase price alone including mileage, maintenance, efficiency, casing life, regrooving and retreading. Extending casing life also delays the need to manufacture another tyre and reduces raw-material consumption. For fleets, therefore, cost per kilometre provides a more realistic measure of tyre economics,” he explained.

TOWARDS STABILITY

Landesa contended that policy measures could provide stability to the entire industry. “The problem is not unique to Spain. Europe needs to move from a policy focused on collection and recycling towards one that ensures recovered materials are actually used again and replace virgin raw materials,” he stated.

Royal Decree 712/2025 requires producers choosing a collective system to use it for all replacement tyres they place on the market, although they can switch systems under established conditions.

This should clarify responsibilities without eliminating competition. Producer Responsibility Organisations such as TNU will continue competing on service, efficiency, costs, technology and information quality. The key is ensuring everyone operates under the same obligations, rules and safeguards.

And for Landesa, there are three very clear priorities, namely market, enforcement and simplification.

“The first is creating a market for retreading and recycled materials. If we want to achieve targets set by the Royal Decree, then we need demand. Green Public Procurement must play a much greater role,” he noted.

The second is strengthening inspection and enforcement of flows taking place outside the authorised system. PROs must guarantee management, data and traceability, but inspection, enforcement and the fight against fraud are the responsibility of public authorities.

And the third is simplification and digitalisation. “We need greater traceability and better data, but we also need to eliminate duplication and review procedures that add administrative burdens without improving environmental outcomes,” said Landesa.

After almost 20 years, Spain has a mature system, an established network of waste managers and industrial capacity. And many of these challenges are shared across Europe.

Now it needs to take the next step by first making the most of tyres that can still have another life and then ensure that the materials recovered are actually used again.

Spain’s challenge is therefore shifting from managing tyre waste to creating an economy capable of absorbing what that system recovers. Collection, traceability and processing capacity alone cannot deliver circularity if retreading continues to contract and recycled materials struggle to find stable markets.

Royal Decree 712/2025 strengthens the regulatory framework, but its real test will be whether procurement, enforcement and industrial demand can turn recovered materials back into commercially viable products.  

Material solutions company UPM has named Sangeeta Pandey as its new Executive Vice President, Human Resources. She will join the Group Executive Team and report directly to Massimo Reynaudo, President and CEO. Based in Helsinki, Finland, Pandey will take up the position on 1 January 2027.

Bringing extensive international HR experience to her new role, Pandey holds a Master of Science in Executive Coaching, an MBA in Human Resources and a Bachelor of Science in Chemistry. She previously served as an Independent Executive Advisor & Coach and worked at Metro AG from 2018 to 2025, most recently as Senior Vice President, Global Talent & Organisational Development, overseeing Global HR Centers of Expertise for over 100,000 people across more than 30 countries. Between 2009 and 2018, she held several senior leadership positions at AkzoNobel, including Global Director, Talent, Culture, Learning & Development. She has also worked in senior HR roles at Mahindra & Mahindra, Xerox and Bharat Petroleum/Bharat Shell.

Pandey succeeds Riitta Savonlahti, who has reached her contractual retirement age after leading UPM's human resources function since 2004. Savonlahti will remain in her role and on the Group Executive Team until the end of 2026, leaving the company in the first quarter of 2027 following a successful transition to her successor.

Reynaudo said, "Sangeeta joins us with over 30 years of broad HR leadership experience across Europe, Asia and the Americas and strong business acumen. Her experience in large, complex and multicultural organisations provides a strong foundation to support UPM's strategy and people agenda.

“On behalf of the entire company and the Group Executive Team, I would like to thank Riitta for the significant impact she has had in the strategic transformation of UPM during the past two decades. Her vision, dedication and determination has been instrumental to UPM's performance-led, value-based and human-centric leadership and company culture.”

India’s retreading industry remains caught between its economic potential and structural neglect. Despite commercial vehicle tyres being designed for multiple lives, low casing preservation, rampant overloading, fragmented retreading operations and limited policy attention continue to restrict adoption. Balkrishna Industries Senior President & Director – Business Development and Strategy Satish Sharma believes regulation rather than incentives alone could change that trajectory. He argues that stronger enforcement and casing management could eventually push India’s retreading rate towards 90 percent.

Balkrishna Industries Ltd (BKT) has called for regulatory intervention to expand tyre retreading in India, arguing that market forces alone are unlikely to unlock the potential for extending commercial vehicle tyre life.

Speaking to Tyre Trends, BKT Senior President & Director – Business Development and Strategy Satish Sharma said that India could substantially increase the proportion of tyres receiving a second or subsequent life if policymakers create a supportive regulatory environment and enforce restrictions on commercial vehicle overloading.

“Obviously, to my mind, it needs government intervention. Regulatory intervention is a must to make this flourish,” told Sharma.

He said stakeholders across the tyre and retreading industries need to come together to develop an appropriate policy framework rather than pursue isolated initiatives. While stopping short of prescribing the exact structure of such regulation, Sharma said the fundamental objective should be to make retreading mainstream while tackling overloading, which damages casings and reduces their suitability for subsequent lives.

“The simplistic thing is a mandate that retreading is to be done and the corollary point is that overloading has to be checked,” he said.

Sharma estimated that only around 20–30 percent of the potential retreading opportunity is currently being realised in India and said the proportion could ultimately reach around 90 percent. However, he acknowledged that such a transition would have to take place gradually.

He argued that commercial vehicle tyres are designed to deliver multiple lives, but poor operating practices can destroy casings before they reach the retreading stage. Despite improvements in India’s road infrastructure, Sharma said retreading has not progressed correspondingly.

POTENTIAL CAUSE

According to Sharma, overloading sits at the centre of the problem. Excessive loads can damage not only tyre casings but also vehicles, components and road infrastructure, undermining the economics of extending tyre life.

Sharma said stricter enforcement against overloading could itself provide a major stimulus for retreading without requiring the government to initially introduce financial incentives.

“I think incentives could be phase two. The trade will just flourish if you do the right thing, have good regulation and create the right environment,” he stated.

The call comes as BKT expands into India’s commercial vehicle radial tyre market. The company does not intend to enter the retreading business directly, Sharma said, but views retreading as an integral part of the commercial tyre lifecycle.

BKT has consequently spearheaded its ‘Save the Casing’ programme aimed at helping fleet operators preserve tyre casings during their first life so they remain suitable for retreading. The initiative involves working with end users to identify and avoid operating practices that can prematurely damage casings. “Once they are done with that, we will guide them to go for a retread and get the next life of the product,” Sharma said.

Beyond operating practices, Sharma identified fragmentation as another obstacle facing India’s retreading sector. He characterised much of the industry as cottage-scale with relatively few large, quality-conscious branded operators.

He also questioned recent changes to India’s GST structure. Sharma said new tyres previously attracted 28 percent GST compared with 18 percent for retreading, giving retreading a 10-percentage-point tax advantage. With the rates now aligned at 18 percent, he argued that the previous incentive has disappeared.

“Whatever little incentive was there has also been taken away,” Sharma said, describing the change as potentially an oversight that policymakers could reconsider.

SUPPORTING INFRASTRUCTURE

However, Sharma maintained that neither technology nor technical expertise is the fundamental constraint on the industry’s development. Modern inspection technologies such as shearography can identify internal casing defects, while experienced operators already possess considerable expertise in manually determining whether casings are suitable for another life.

“Casing inspection remains critical. Shearography detects internal defects including trapped air and separations that may not be apparent during conventional inspection. However, the relatively high cost of such equipment means it may remain beyond the reach of many smaller retreaders,” he noted.

He sees the challenge as creating an ecosystem that rewards casing preservation, improves operating practices and gives retreading greater prominence within transport economics.

Sharma also linked the case for retreading with India’s dependence on imported crude oil and rubber. Extending tyre life reduces the requirement for new material and could therefore deliver benefits beyond individual fleet operating costs, he argued.

Retreading also carries a measurable resource advantage. By extending the life of an existing casing, the process reduces the need for fresh inputs and energy-intensive production. Industry estimates suggest that each retreaded tyre can save around 57 litres of oil and 44 kilogrammes of natural rubber, while avoiding roughly 136 kilograms of carbon emissions compared with a new tyre. In that sense, retreading is not just a cost lever for fleets but a straightforward way to improve resource efficiency across the tyre lifecycle.

With tyre prices having increased in recent months, Sharma said the economics of extracting additional life from a casing are becoming increasingly relevant to transport operators.

Sharma also sees an opportunity to improve not only the number of tyres being retreaded but the quality of casings entering the retreading ecosystem. He said the condition of a casing at the end of its first life depends significantly on how the tyre has been operated, with driving behaviour, loading and road-related damage influencing whether it can be used again.

“The casing must come out clean. The wear should be uniform. It should not have irregular, patchy wear,” Sharma said, adding that road abuse and improper repairs can further compromise its suitability for retreading.

PRESENT AVENUES

He nevertheless reiterated that India already possesses considerable human expertise in casing inspection. Experienced operators at retreaders, fleet accounts and casing dealers can manually assess whether a tyre remains suitable for another life.

“If you were to educate them, invest in their training, like the skill programmes that the Government of India is running, that ecosystem can be developed,” Sharma said.

He estimated that experienced casing inspectors can achieve a 95–96 percent success rate in determining whether a casing can be retreaded. Sharma also highlighted the classification of casings into different quality grades, arguing that better tyre management during the first life could improve the economics of subsequent retreading.

“Even if, let’s say, 30 percent of retreading has happened, but if through our programme the C casing can become an A casing, for example, that itself will improve the economics,” he said.

Sharma believes a stronger market could eventually encourage greater investment and consolidation in what remains a fragmented retreading industry. Once businesses recognise a viable commercial opportunity, he expects entrepreneurs to invest in modern retreading facilities and build larger operations.

“There is no dearth of entrepreneurship which will go bigger and get into putting state-of-the-art retreading plants across the length and breadth of the country,” he said, adding that the underlying technology is already well understood.

Sharma pointed to international markets where an established casing supply chain allows retreaders to procure used casings rather than operate solely on a job-work model in which a fleet sends its own casing for retreading and receives the same tyre back.

Such a model, he suggested, could eventually support branded retreaded products in India, with companies sourcing suitable casings, processing them and offering finished retreaded tyres independently.

Sharma said such products can be offered at around half the cost of a new tyre, strengthening the commercial case for building a more organised retreading ecosystem.

For BKT, the objective is not to compete with retreaders but to make the casing and the value embedded in it a more important consideration throughout a commercial tyre’s operating life.

“Retreading needs to be popularised in our country. It will benefit multiple stakeholders. It is good for consumers, the government, transporters and for the tyre industry as well,” Sharma said.

BEYOND RETREADER’S LENS

Sharma believes the debate around retreading needs to move beyond the commercial interests of retreaders and be considered in the wider context of resource utilisation, road infrastructure and transport efficiency.

“Don’t just look at it from a retreader’s lens. Look at why retreading is important,” he said.

According to Sharma, extending the useful life of a tyre casing can reduce the requirement for fresh resources while allowing transporters to extract greater value from an asset already in operation.

He questioned the consistency of promoting recycling and sustainable material use while failing to adequately encourage the reuse of tyre casings that are already designed for multiple lives.

Sharma also linked the issue to India’s broader transport ecosystem, arguing that overloading prematurely consumes resources embedded not only in tyres but across commercial vehicles.

“There are bushes, axles, wheels – and everything is getting impacted. We are talking about recycling in one place and we are destroying the metals and other resources of the planet which can get an extended life,” he said.

This, according to Sharma, is why changing operating behaviour is more important initially than providing financial incentives. He argued that voluntary change has not occurred at the required pace and regulation will therefore have to play a role.

“You have to change behaviour now by regulations,” he said.

Sharma also challenged the industry to reconsider the apparent contradiction between sustainability commitments and the relatively limited attention paid to retreading. While tyre manufacturers increasingly discuss recycled, natural and biodegradable materials in new products, he questioned whether extending the useful life of existing products has received comparable attention.

For BKT, that makes retreading a wider resource-efficiency proposition rather than simply an alternative tyre market. Sharma described it as a ‘low-hanging fruit’ capable of benefiting transporters, tyre companies, government and end users simultaneously.

The challenge, he argued, is getting the subject discussed beyond the relatively small retreading community and into the wider tyre, automotive and policymaking ecosystem.

“It just needs enough contemplation and discussion and conversation in the right rooms, right corridors of power,” Sharma said.

India’s retreading challenge, therefore, is less about technological capability than creating conditions in which preserving a casing makes economic and operational sense.

BKT’s intervention puts regulation and overloading at the centre of that debate; meanwhile, its own casing programme tests whether manufacturers can influence tyre use beyond the first life.

Moving from today’s limited adoption towards Sharma’s 90-percent ambition, however, will require more than advocacy as policymakers, tyre makers, retreaders and fleet operators will need to turn resource efficiency into routine operating practice.

Goodyear Tire & Rubber Company has appointed Jerome Rouquet as Chief Financial Officer, effective 1 December  2026, as the US tyre maker seeks to improve operational performance and maintain financial discipline.

Rouquet will report to Chief Executive Mark Stewart and join the company’s senior leadership team. He currently serves as CFO of Visteon Corporation, where he oversees global financial activities.

Before joining Visteon in 2020, Rouquet held senior finance positions at Tenneco and Federal-Mogul. At Federal-Mogul, he served as CFO, chief accounting officer and controller.

"This is an important addition to our leadership team," said Stewart. "Jerome combines deep financial expertise with a proven ability to help organizations improve performance and navigate transformation. As we continue building momentum and executing our long-term strategy, his leadership and experience will help position Goodyear for success."

Rouquet’s experience spans financial strategy, operational performance, investor relations and public-company finance. His appointment supports Goodyear’s focus on operational improvement, financial discipline and capital allocation to increase shareholder value.

He holds a Master of Business and Management from Institut Supérieur de Gestion in Paris and completed the International Business Management Program at the Manhattan Institute of Management in New York.

Scott Deakin, who has served as interim CFO, will remain in the role until Rouquet joins the company and will support the transition.