Leading The Way With Used Tire Sales On The Internet From Deerfield Beach

Deerfield-News. com-Deefield Beach, Fl-The sales of used tires have exploded since the pandemic, owner Howard Levy says. Levy who has been selling used tires since 1981 and wholesaling and exporting them since 1991, has entered the online sales market. having the most recognizable domain has been a great help. When you start selling on the new the best thing you can have is a genric domain and one that is self-explanatory is king. Having a digital asset like has enabled us to catch up and pass by many online used tire sellers. Like the song says we have only just begun. ships used tires throughout the continental United States from its headquarters in Deerfield Beach, specializes in 19″,20’21”, and 221′ Ultra High-Performance tires for leaseback vehicles. We carry a line of used tires for Audi, BMW, Corvettes Mercedes, Porsche, and Range Rovers. The used tires we sell in many cases cost $300 to $500 apiece new, many owners do not want to spend thousands on a lease vehicle they are returning so buying high tread used tires is a viable alternative.
Our online store is under construction and will be online shortly. You can find us on eBay, Mercari, Facebook Marketplace, and Offerup . also has tires for other vehicles, just give us a call or text at 954-573-5012. If we don’t have it we will try our best to locate them from one of our wholesale customers locally. Under Construction Prepping For Ecommerce Website

Used Tire Beach ,Fl- The industry leader in used tire sales is undergoing a revamp of our website to include an online used tire store. has been serving the used tire industry since 1991. Please bare with us while we prepare the newest most up-to-date eCommerce site for used can now be found on Ebay and Facebook Marketplace. We are delivering used tires to your door! Now Selling Online Direct

Deerfield-Beach, The industry leader in used tires wholesale and export is now selling used tires online. You can now find us on Ebay and Facebook Marketplace . Please be paient as our web designers are getting site set up for direct eCommerce. You can buy with confidence over thirty years of experience in the used tire industry.

Facebook Marketplace a few of our current UHP listings.
2 Nice Conti 285-35-ZR-19

Ships for $25.00

Pair Of Quality Used Tires-Used 275-40-21
$300 · In Stock

Ships for $25.00

275-45-21 Used Tires-Michelin
$299 · In Stock

Ships for $25.00

2-265-30-20 USED TIRES
$300 · In Stock

Ships for $25.00

Nice Pair of high tread used tires 255-40-19

Ships for $25.00

Nice pair of Conti’s 285-35-19
$250 · In Stock

Ships for $25.00


Used Tire News-Deerfield Beach, Fl-Most new tires sold in the U.S.A have a UTQG rating. The government does not issue these numbers the tire makers do. The system while somewhat flawed as the tire manufacturers are the ones who actually determine the numbers, not NHTSA or the DOT. That said for consumers it is something that is better than nothing which is what was available in the old days. Not included in the category of UTQG grading system are tires 12 inches in diameter and smaller, winter tires, space-savers, and temporary spares.

The ratings for treadwear start at 100 which is the government’s test tire rating. So a tire with a 200 treadwear rating according to the tire manufacturer will last twice as long as the government’s test tires. A tire with an 800 rating will in theory last 8 times longer than the government’s test tires.

Traction is the next rating with Aa being the best rating. Then comes A, B and C which is the lowest of the tire traction ratings.
Tires get hot while in use. Some get hotter than others. T

Next up is Temperature ratings. The temperature grade measures not how hot a tire gets, but how well it resists damage from high temperatures. C is the lowest grade, and it represents a tire that meets minimal government standards. B exceeds those standards. A is the highest temperature grade available for car tires.

Source and

Uniform Tire Quality Grading, commonly abbreviated as UTQG, is the term encompassing a set of standards for passenger car tires that measures a tire’s treadwear, temperature resistance and traction. The UTQG was created by the National Highway Traffic Safety Administration in 1978, a branch of the United States Department of Transportation (DOT). All tires manufactured for sale in the United States since March 31, 1979 are federally mandated to have the UTQG ratings on their sidewall as part of the DOT approval process, in which non-DOT approved tires are not legal for street use in the United States.[1] It is not to be confused with the tire code, a supplemental and global standard measuring tire dimensions, load-bearing ability and maximum speed, maintained by tire industry trade organizations and the International Organization for Standardization.

The National Highway Traffic Safety Administration (NHTSA) established the Uniform Tire Quality Grading Standards (UTQGS) in 49 CFR 575.104.[2] When looking at UTQG ratings it is important to realize that the Department of Transportation does not conduct the tests. The grades are assigned by the tire manufacturers based on their test results or those conducted by an independent testing company they have hired. The NHTSA has the right to inspect the tire manufacturer’s data and can fine them if inconsistencies are found. [3]

The NHTSA published DOT HS 812 325 “Consumer Guide to Uniform Tire Quality Grading” August 2016, which provides rating information. [4]

Dedicated winter tires, also known as snow tires, are not required to have a UTQG rating.[5] Non-passenger car tires, such as those for motorcycles, buses, medium trucks and above along with trailers are also not required to have a UTQG rating, although FMVSS Standard 109 requires the following to be listed on the tire’s sidewall: speed restriction if less than 55 mph, regroovable if designed for regrooving, and a letter designating load range rating.[6]

The UTQG rating is made up of three components, treadwear, traction and temperature.

The treadwear grade is a comparative rating based on the wear rate of the tire when tested under controlled conditions on a specified government test track. A tire graded 200 would last twice the distance on the government test course under specified test conditions as one graded 100. In theory, this means that a tire with a 200 grade will wear twice the distance as a tire with a 100 grade. However, tire manufacturers are not under any obligation to grade a tire based on the test results, except to say that they cannot overstate the grade. This is enforced by NHTSA requiring documentation to justify any assignment of a grade on a tire, “These treadwear grades are no guarantee of actual tire mileage; differences in driving habits, service practices, climate, and road characteristics will affect a tire’s longevity.”

As Course Monitoring Tires have changed, their treadwear grades have changed to numbers considerably higher than 100. As a result, it would be incorrect to say that a tire with a treadwear grade of 200 gets twice the life of the Course Monitoring Tire.

The wear on tires that are being tested (“candidate tires”) is compared to the wear of Course Monitoring Tires (CMT), which are sold by the NHTSA at its UTQG test facility in San Angelo, Texas. Both types of tires are mounted on vehicles that will be driven in a convoy during the test, thus ensuring that the candidate tires and the CMT tires experience the same road conditions. The convoy, typically comprising four or fewer vehicles, will drive 7200 miles on public roads in West Texas. Candidate tire wear will be checked during and after the test, and compared to the wear on the CMT tires from the same convoy.

The first CMTs were commercially-available Goodyear Custom Steelguards, and Goodyear Tire and Rubber Company produced all CMT tires from 1975 until 1984. From 1984 to 1991, the CMT tires were produced by Uniroyal. CMT tires are now “specially designed and built to American Society for Testing and Materials (ASTM) standard E1136 to have particularly narrow limits of variability.” 1.

Relation to friction coefficient
The average friction coefficient (µ) is related to the tire’s Treadwear rating by the following formula:[7]

{\displaystyle \mu ={\frac {2.25}{TW^{0.15}}}}\mu ={\frac {2.25}{TW^{{0.15}}}}
A lower treadwear rating indicates a higher friction coefficient and thus provides a shorter braking distance. A softer, more sticky tire, wears off its material faster to provide this performance.

Notice that the treadwear grade is a ratio and not a mileage. This is because multiple factors determine treadwear rates and most of them are a function of driving conditions and operating environment, and not the tire itself. As a result, actual tire wear will vary considerably within the same tire line. However, two tires with exactly the same compound should have a treadwear rating that varies in accordance with tread depth.

The assigning of UTQG grades is done solely by the tire manufacturer. In many cases, this has resulted in the UTQG grading system to be more of a marketing tool than was originally intended.

It is legal and permissible for a tire manufacturer to give a particular tire line a lower treadwear grade. For example, if the highest treadwear grade in a manufacturer’s lineup is 600, then a tire line with a lower treadwear test result might receive a grade of 400, instead of the 480 it could possibly receive.

Also, it is common for tires whose treadwear grade is of little commercial value, such as racing tires, to be assigned extremely low values – sometimes even zero.

Traction grades, from highest to lowest, are AA, A, B and C. They represent the tire’s ability to stop on wet pavement as measured under controlled conditions on specified government test surfaces of asphalt and concrete. The testing does not take into account cornering, hydroplaning, acceleration or stopping on a dry surface. Nor does it account for the significantly different effectiveness of ABS versus non-ABS braking systems on a tire’s stopping distance.

The UTQGS traction test procedure measures a tire’s coefficient of friction when it is tested on wet asphalt and concrete surfaces. The test tire is installed on an instrumented axle of a traction trailer, which is towed by a truck at 40 miles per hour (mph) over wet asphalt and concrete surfaces. The tow truck is equipped with an on-board water supply system that sprays water in front of the test tire. The brakes, from the test tire only, are momentarily locked, and sensors on the axle measure the longitudinal and vertical forces as it slides in a straight line. The coefficient of friction for the pair, test tire and surface, is then determined as the ratio of the longitudinal and vertical forces.

The UTQGS traction rating procedure specifies that the traction coefficients for asphalt and for concrete are to be calculated using the locked-wheel traction coefficient on the tire, or sliding coefficient of friction. More specifically, upon application of the brakes, the tire is subjected to shear between the wheel and the road surface, and deforms towards the rear of the vehicle. This generates a traction force to oppose the motion of the vehicle. As braking torque increases, the tire deforms more and tread elements near the rear of the contact patch with the road begin to slip rather than grip. The coefficient of friction rapidly reaches a maximum value at about 10-20 percent slip, and then declines as the longitudinal slip values increase to 100 percent, which represents a fully locked tire. The maximum coefficient of friction in the 0-100 percent slip range is termed “peak” coefficient of friction, and the lower coefficient value for the fully locked tire is termed “slide” coefficient of friction. [8]

Traction Grades
Grade Asphalt g force Concrete g force
AA Above 0.54 0.38
A Above 0.47 0.35
B Above 0.38 0.26
C Less Than 0.38 0.26
The temperature grades, from highest to lowest, are A, B and C. These represent the tire’s resistance to the generation of heat at speed. Tires graded A effectively dissipate heat up to a maximum speed that is greater than 115 mph. B rates at a maximum between 100 mph and 115 mph. C rates at a maximum of between 85 mph to 100 mph. Tires that cannot grade up to C or higher cannot be sold in the US. [9]


Used Tire News–Deerfield Beach, Fl- All you have to do is a quick internet search for used tires, used tire, buy used tires, or used tires near me. Inevitably online sellers of used tires will appear at the top of the search result. is now selling on Facebook Marketplace and eBay. is also selling on the internet in a few other online marketplaces and the LetGo app. We currently have our website designer working on installing a database generator that will allow you to shop by brand or size for quality used tires.


Used Tire News-


What is dry rot?
Also known as sidewall cracking, dry rot is a specific type of tire decay that can occur as a tire ages or is consistently exposed to harmful substances and kept in inappropriate conditions. Advanced dry rot can cause small cracks on the outside edges of your tire tread. If this happens it could have a negative impact on your car’s handling, even if your tread still has adequate depth overall.

Though it might appear similar, dry rot tires are by no means considered blemished tires. Blem tires do have imperfections but they are only cosmetic – which means they do not affect tire performance in any way. You can learn more about blemished tires in another blog post.

Tires degrade over time because the rubber loses its protective resin. The resin protects the tire from oxidizing and drying out. When the tire loses these protective properties, it becomes frail and begins to crack.

What causes dry rot?
The most common cause of dry rot is a long period of inactivity. If a vehicle is stationary for a long period of time, the tires will start to dry out. Tires are intended for frequent use by their design, the aforementioned resins mean the tires to be in continual use for them to release their protective oils and keep the tire from drying out. So, the longer your car is sitting in one place, the danger of dry rot becomes more likely.

dry Tires in a desert
Tires in a desert (probably really dry).
As climate and exposure to the sun are big factors in the appearance of dry rot, the danger is that much greater if your vehicle is parked outside for an extended period of time, exposed to the elements. To cover all the bases, here’s a list of all the factors that may contribute to dry rot:

Excessive or direct sunlight that exposes the tires to harmful UV rays
Long term exposure to high temperatures
Long term exposure to low temperatures
Exposure to chemicals such as motor oils, industrial cleaning solutions, pool maintenance chemicals, etc.
Underinflation, especially when the car is driven regularly
Ozone generated by electrical equipment
Extended periods of vehicle inactivity, especially when combined with any of the above
How to spot dry rot?
Dry rot manifests itself in a couple of ways. A new, healthy tire has a smooth appearance while the most common sign of dry rot is cracking. As mentioned, dry rot dries the tire, so if your tires have been struck by dry rot, you may notice pieces of the rubber chipping away from the tire. Cracks on the sidewall might start appearing. The tire may start to lose color, appearing more gray than black, and this is a clear sign that the dry rot is starting to take hold.

Tire Dry Rot
Dry rot tire.
Cracks on the outside of the tread may also appear. The cracks on the tread are the most dangerous symptom of dry rot, as they affect the vehicle’s handling. These cracks could be large and noticeable or thin and more subtle, depending on the degree of the dry rot.

Is it safe to drive with dry rot tires?
The smartest course of action is to not tempt fate and have dry rotted tires switched out immediately upon noticing the issue. Since cracks appear due to dry rot, the tire can lose air through these cracks. If these tires are then consistently driven on, the cracks start to grow larger and deeper.

If the crack goes deep enough to reach the nylon strands that are woven into the tire to support the weight of the vehicle, the heat accumulated through driving will enlarge the tire and it may break apart while you are on the highway.

How to prevent dry rot?
The factors that cause dry rot can be curbed by taking a few preventative measures. The industry standard is to swap out tires before they get to be 10 years of age (some tire companies recommend replacement as early as six years after manufacture). Don’t skimp when purchasing new tires, go for the highest quality tires you can afford when replacing an old set of tires. When purchasing, choose tires based on speed rating and tread wear strength.

Even if you have no need for it, drive your car regularly, avoid letting a car sit unused for a long period of time, and especially avoid letting your car sit in harsh environmental conditions for those extended periods. Pay special attention to your tires if you live in a part of the world that experiences all four seasons. The shifting between hot and cold temperatures accelerates the aging process in tires, especially if the shifts in temperature come rapidly. If you happen to live somewhere with extreme temperatures (winter or summer) then it’s a good idea to check your tires for signs of dry rot more often.

Keep your car in a climate-controlled garage to reduce the chances of dry rot. If you do park in a garage, keep chemical solutions, heaters, and electrical equipment away from your car. If you must park outside, pay attention to the weather. Cover your entire car or use tire covers to minimize the effects of temperature fluctuations.

Check air pressure as often as you can. Underinflated tires can collapse and crease the sidewall of the tire. Older tires are more likely to crack, collapse or develop dry rot if driven while underinflated. According to a study by the NHTSA, 14% of all passenger vehicles in the U.S. have at least one underinflated tire. You can also utilize protective tire sealants. They can renew the shine of a new tire and also protect the tire from harmful UV rays that can lead to cracking and dry rot.

USED TIRE NEWS-ExxonMobil engages in pyrolysis, forms joint venture with chemical recycler The Used Tire News authority

Used Tire news-Deerfield Beach Fl-From engages in pyrolysis, forms joint venture with chemical recycler

JANUARY 7, 2021

2020 has become a great year in forming partnerships between tire and plastic pyrolysis companies with world’s leading chemical producers, and pyrolysis operators with tire manufacturers. In the beginning of 2021, good news comes again, this time – from the plastics pyrolysis domain, which nevertheless goes hand in hand with end-of-life tire pyrolysis.

Agilyx – a chemical recycling company – and ExxonMobil have created a joint venture that will sort and recover waste plastic, the chemical recycling company recently revealed.

The joint venture, called Cyclyx International, will develop ways to aggregate and process waste plastics, preparing them for recycling. Under an agreement signed by the two companies, ExxonMobil will invest $8m for a 25% stake in Cyclyx, Agilyx said.

In return, ExxonMobil will get priortised access to plastic waste for recycling projects that it is developing, Agilyx said. ExxonMobil will also get access to Agilyx’s artificial intelligence platform. The two companies will work together to develop more technologies and techniques. Agilyx said it will benefit from a royalty on all the feedstock flowing through Cyclyx.

The company had created Cyclyx earlier to connect waste companies with chemical and mechanical recyclers. ExxonMobil is a founding member of the joint venture. Cyclyx wants to attract other companies, which could include retailers, brand owners, waste-management companies, petrochemical producers and municipalities.

Accoriding to ICIS, by 2025, Cyclyx plans to develop systems that can collect and sort 300,000 tons/year, Agilyx said. The company did not specify if the figure is in short tons or metric tons. By 2030, Cyclyx wants to process 3 million tons per annum of waste plastic around the world, it said.

ExxonMobil said, “The agreement will enable the development of innovative solutions for aggregating and pre-processing large volumes of plastic waste to be used as raw material in recycling processes.”

Collecting, sorting and pre-processing plastic waste has been one of the main challenges of recycling the material, whether chemically or mechanically. Under mechanical recycling, waste plastic is cleaned, sorted and remelted. Sorting is critical, since different types of plastic can contaminate the recycled resins and compromise its performance.

Chemical recycling breaks down the chemical bonds in the plastic, producing feedstock that can be re-polymerised to form new plastics with properties nearly indistinguishable from virgin material. Chemical recycling can handle mixed plastics and material that is too dirty or degraded for mechanical recycling. However, chemical recycling requires chemical plants.

Chemical recycling also needs some degree of sorting, since the chlorine in polyvinyl chloride (PVC) can react during chemical processes to produce harmful byproducts. Agilyx has a plant in Tigard, Oregon state in the US, which relies on pyrolysis to convert waste polystyrene (PS) into styrene oil.

For the full article, please proceed to the website of Independent Commodity Intelligence Services ICIS.



Used Tire Deerfield Beach, Fl-
As we have posted previously buying used tires is safe. The used tires you purchase should be well inspected, free from apparent damage, and no more than 8 years old for passenger cars is recommended. Air tested and visual inspections are always recommended. Contrary to what some new tire makers have put out there the simple act of taking a tire from a rim does not render it unusable. Tire makers via their trade group US Tire Manufacturers Association have for decades spread false rumors about potentially dangerous used tires, nonsense. Each and every used tire is or is not usable depending on different factors of safety. The simple fact you may not know the history of the tire,(what the hell does that mean anyway) is not one of them. The age, condition, and appearance of anomalies are things that need to be considered. In most cases, tires are so well-made they can have two if not three lives. The use if used tires by a sector of the economy not able to purchase new tires has and is always been in the tire market. In the US we sell over 30 million used tires a year. That is why the new tire makers speak badly about our industry they have a tough time competing with s in certain markets and are sore losers.


Used Tire Beach, Fl-As with all things automotive and tires safety first. Some in the new tire industry, mainly Goodyear, Bridgestone Firestone, and Michelin over recent decades have said and written some nasty things about used tires. The tire makers instead of using facts distort reality to paint used tires as potentially unsafe. Their main reason is you do not know the history of the tires life. We say Bullshit, if the tire is well inspected and came off or out of service only because the owner was sold a set of new tires, there is nothing wrong with reselling a good used tire. The EPA states Reuse which when you purchase a safe used tire is reuse is the highest form of tire recycling.

The National Highway Traffic Safety Administration states that about ten percent of auto accidents are tire-related. Most of the time it is the tire owner’s failure to maintain proper tire pressure.
Why buy new tires? Cost these days makes purchasing new tires cost-prohibitive to many. That is why used tire sales have flourished in many countries and the U.S A well-inspected used tire can save the consumer hundreds of dollars and still provide safety. The continuous use of the old worn-out tire is what is dangerous not the use, a good well-inspected used tire A new set of tires can run into the thousands of dollars today which is why the used tire market is booming and a safe alternative.
Tread Depth
Tread depth is the vertical measurement between the top and the bottom of the rubber pattern on the tire. Statistics show that a depleted tread is one of the main factors of tire-related traffic accidents. You need to measure the tread depth before purchasing a used tire.

Most tires usually have 6 tread wear bars throughout their grooves which serve as indicators for the minimum allowed tread depth which is 2/32”. The bars become visible when the tread is reaching a certain depth. You should measure in different grooves, as used tires may be affected with uneven wear. Tire models have several grades of bars: at 8/32”, 6/32”, 4/32”, and 2/32”.

The best way to do this with an external tool is to use a tread depth gauge. This is an inexpensive tool you can find in any auto shop. Insert the gauge’s pin into a groove and press it towards the tread. You will get a precise reading of your used tire’s tread depth in inches and millimeters. You can also get an accurate reading from a ruler by using a 1/16” scale.

If you don’t happen to have access to any of these, you can also measure tread depth with a penny or a quarter. The two ways of performing this test are:

Checking Tire Depth With Quarter Coin
Checking tire depth with a quarter coin.
Put a penny sideways into a tread groove and look at how much of Lincoln’s head hides in it. If you can see all of it, the tire is worn out with 2/32” tread depth. If a small part of the head is still in the groove, you may have 4/32” tread left. Then use a penny with the Lincoln Memorial facing you. If the top of it is covered by the used tire’s tread, you have 6/32” or more. If you’re using a quarter, insert it between the ribs of the tire and see if the tread covers a part of Washington’s head. If it does, you have a tread of 4/32” or more.

The different levels of depleting tread depth are as follows:
– 6/32” and more is a satisfactory tread depth.

– 5/32” is usually still sufficient, although tires may exhibit weaker traction on wet roads.

– 4-3/32” this level is borderline between still usable and unsafe.

– 2/32” at this level tires are considered bald and unsafe.

Look For Signs of damage
Check the tire for punctures that have already been repaired, repaired punctures within an inch of either sidewall are especially hazardous. If you see missing chunks of rubber or other damage at the tire’s bead areas, that might prevent it from sealing properly making it unsafe to use. The bead area is the inner circle of the tire that connects the tire to the wheel and holds it together.

Check the entire surface of the tire for visible cracks or cuts in the sidewall. If the sidewall has bumps or other irregularities it is also unsafe to use as an impact might have forced the rubber to detach from the belts. Also, check for irregular wear that might expose the steel cords inside the tire. If there are some sticking out, the tire is unsafe to use.

You really want to make sure the used tire is safe for driving. In order to help you with that, we made an in-depth article on the topic.

Age of the tire
Tires show a four-digit number that indicates its age on its sidewall. The first two numbers show the week in which it was manufactured, and the other two digits represent the year. For example, a tire with a DOT code of 1518 was made in the 15th week of 2018. You should know the tire’s identification number.

Remember do not thump them Pump them and check regularly your tire pressure with a gauge.

Chemicals from used car tires causing pollution and killing fish

USED TIRE NEWS- NO IT IS NOT USED CAR TIRES CAUSING THE DEATH IT IS CHEMICALS FROM ALL TIRES IN USE WASHING INTO THE WATERWAYS AND THE N KILLING SOHO SALMON A RECENT STUDY SAYS. In a world with many pollution issues and tires have many chemicals in their composition a new study has revealed the following about the hazard of tire s when they denigrate.

This website supports the used tire industry and is a news source for tire dealers worldwide.

The Guardian-
Pollution from car tires is killing off salmon on US west coast, study finds
Mass die-offs of coho salmon just before they are about to spawn have been traced to tire fragments washed into streams by rain

Coho salmon, which can grow to 2ft in length, spend their lives in the ocean but return to the US Pacific coast to spawn.
Coho salmon, which can grow to 2ft in length, spend their lives in the ocean but return to the US Pacific coast to spawn. Photograph: NOAA/Alamy

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Pollution from car tires that washes into waterways is helping cause a mass die-off of salmon on the US west coast, researchers have found.

In recent years, scientists have realized half or more of the coho salmon, also known as silver salmon, returning to streams in Washington state were dying before spawning. The salmon, which reach 2ft in length, are born in freshwater streams before making an epic journey out to sea where they live most of their adult lives. A small number then return to their original streams to lay eggs before dying.

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The cause of the die-off has remained a mystery but a new study, published in Science, has seemingly found a culprit. When it rains, stormwater carries fragments of old car tires into nearby creeks and streams. The tires contain certain chemicals that prevent them breaking down but also prove deadly to the coho salmon.

“The salmon would be inexplicably dead, which is tragic because this beautiful wild animal should be culminating its life and then it’s suddenly dead,” said Jenifer McIntyre, an assistant professor of aquatic toxicology at Washington State University. “The more we look, the more we find it. In some years all of the fish we find dead did not spawn.”

Samples taken from urban streams around Puget Sound, near Seattle, and subsequent laboratory work identified a substance called 6PPD, which is used as a preservative for car tires, as the toxic chemical responsible for killing the salmon. It’s currently unclear how it kills the fish but McIntyre said it was likely to be an “acute cardio-respiratory problem”.

The finding suggests that fish and other creatures elsewhere in the US and around the world are also at risk from the car tire chemical. Animals are being “exposed to this giant chemical soup and we don’t know what many of the chemicals in it even are”, said co-author Edward Kolodziej, an associate professor at the University of Washington.

Researchers Jenifer McIntyre, from left, Edward Kolodziej and Zhenyu Tian investigate the salmon die-off at Longfellow Creek, an urban creek in the Seattle area.
Researchers Jenifer McIntyre, from left, Edward Kolodziej and Zhenyu Tian investigate the salmon die-off at Longfellow Creek, an urban creek in the Seattle area. Photograph: Mark Stone/University of Washington

“Here we started with a mix of 2,000 chemicals and were able to get all the way down to this one highly toxic chemical, something that kills large fish quickly and we think is probably found on every single busy road in the world,” Kolodziej added.

The nature of the threat facing coho salmon has been unclear since the fish were first seen “rolling” down streams, unable to swim upright, in the 1990s, McIntyre said. In an undisturbed riparian area it would be extremely rare for a coho salmon to die before laying its eggs but a growing sprawl of roads, cars and buildings near waterways has coincided with a surge in pre-spawning deaths. A reduction in 6PPD use or buffers to prevent the flow of pollution could help stem the loss of salmon, McIntyre said.

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Coho salmon are federally listed as either threatened or endangered along the US west coast and have diminished greatly from highly developed areas, such as near San Francisco. They are just one species of salmon facing an array of threats from dams, polluting and the climate crisis.

This summer, federal authorities gave permission for a cull of hundreds of sea lions along the Columbia River basin in a desperate attempt to save declining numbers of Chinook and sockeye salmon. More recently, the US government decided to block a proposed gold and copper mine in Alaska that would have threatened the world’s largest wild salmon run.

“Most species of salmon are experiencing a serious threat at least somewhere in their native range,” said McIntyre. “One of my lifelong goals would be to make our cohabitation with them more sustainable. Salmon are beautiful and delicious and important to ecosystems but they are becoming a rare thing for people to experience.”

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