There are many reasons tires are removed from service outside of normal wear. This can range from driver-related behavior, to running the wrong type of tires in a particular application, to vehicle condition such as alignment or worn suspension components.
It is relatively easy to identify many of the issues that lead to early tire removal by analyzing the tires themselves. By pinpointing common reoccurring problems, fleets can make decisions that will help prolong the life of their tires. Plus, they can find tires that best fit their operation.
As beneficial as scrap tire analysis can be, however, few fleets take advantage. Only a small percent inspect their scrap tires on a regular basis. Top tire service providers say one of the most effective ways to reduce a fleet’s overall maintenance spend is by “consistently analyzing scrap tires.” There is nothing easy about going through scrap tires; they are dirty, heavy, often kept outside, and in some extreme cases of badly damaged tires, they bite.
Here is how to develop a solid scrap tire program, and what a fleet can expect to find.
Getting started
Once a tire is pulled from service, take a few seconds to inspect the tire and mark the reason the tire was removed from service. It does not need to be a thorough inspection, as that will occur later in the process, but this will provide an idea of why the tire was removed.
A key step while making the initial inspection is making sure the tires are inflated. If a tire failed due to a puncture or slow leak, it may be difficult to find the problem area if it is flat.
A good reference for determining the cause of a failure is the Technology and Maintenance Council’s (TMC) Radial Tire Conditions Analysis Guide. It contains information and photos of tire conditions as well as probable causes for premature removal. Other resources are readily available on the Internet.
Tires that have worn evenly down to the “pull point” and are ready for retreads should be set aside so they will not be mistaken for scrap. Over time as a fleet regularly goes through scrap tires and implements program improvements, they should see an increase in the percentage of tires that can be retreaded.
When it comes time to perform a scrap tire analysis, the fleet’s tire dealer may be able to help. If a fleet has more than 100 trucks, scrap tires should be inspected every month. Smaller fleets should check once every quarter for at least the first few cycles.
What to look for
Potential cost savings are found by identifying recurring issues that lead to early removal. A few random tires that have uneven wear may not provide much information, but unevenly worn tires continuously pulled from a specific truck, with a particular tire brand, along a specific route, or with the same driver, will provide the information needed to narrow down the cause and effect.
Using a spreadsheet helps keep the data organized and offers an easy way to run reports and compare current and past tire analysis results. The more information a fleet has, the better off it will be. Here is a general outline of some of the information to be noted when inspecting tires:
- Truck unit and tire position
- Tire brand type
- Number of retreads
- Last retread DOT/date
- Number of repairs
- Remaining tread
- Tire size and load rating
- Name of driver (if applicable)
- Reason the tire was removed (This is the most important, by far)
When performing the first scrap tire analysis, a fleet will likely find a mixed bag of reasons as to why tires were pulled from service.
Driver behavior
If there is damage to tires’ sidewalls, signs of hard braking or flat spotting, or damage caused by underinflation, it is likely a driver is at fault.
Sidewall damage often points to excessive curbing, which indicates that particular driver may need further on-road training. In some cases, a single freight customer may have a sharp curb or debris in their yard causing damage to tires. If a unique damage pattern occurs, try to find out if those trucks haul to and from the same customer yard.
Flat spotting: If drivers start their trip before the air brakes release, they will drag the tires across the pavement, creating flat spots. It is cringe-worthy to watch, but it happens.
Inflation: Maintaining optimal tire inflation is the single most important step to extend tire life. If a fleet notices a number of tires with irregular tread wear, or a change in color in the lower sidewall or flattening of the bead area, that may indicate that tires are underinflated. If this is a common issue, it may be necessary to audit the effectiveness of the pre-trip inspection training program.
Application
Truck make and trucking lanes play a role in tread wear. Even trucks that share similar horsepower and torque ratings handle the power generated differently – impacting tires differently. What’s more, trucking lanes can impact tire wear. For example, a truck operating out of a fleet’s terminal in Colorado will have different terrain and other factors impacting tire wear than a truck in the same fleet operating out of a terminal in Texas. If the Colorado truck experiences a shortened tread life in comparison, it may be necessary to look for tires that are better suited for mountainous terrain.
High speeds and high temperatures can also impact tire performance. Fleets often experience more tire problems in the desert climate of the Southwest where trucks travel long distances at high speeds. The same can be true in the northern mountain states where speed limits and length of haul are greater than the rest of the country. A fleet may discover a particular tire brand is not well suited to a particular region.
Tire maintenance
Are the fleet’s tires regularly rotated, aligned, and checked for punctures? Are duals properly mated? Scrap tire analysis should make this obvious.
If excessive toe wear is detected, it is an indication of a truck that is out of alignment or has worn or damaged mechanical components. The date code should be checked on trailer tires with signs of weathering or ozone cracking; it is likely those tires are nearing or past their serviceable date.
Working with retreaders and repair shops
A benefit of performing scrap tire analysis is that a fleet can recover more on warranties. For example, if a retreader missed a nail hole during a retread and there are issues with that tire, the fleet is more likely to discover the retread failure and make a warranty claim.
If possible, every time a driver has to replace a tire on the road, have them save the tire rather than discarding it. The cause of removal may have been something other than a puncture.
Commit the time – it will pay off
Scrap tire analysis can provide the knowledge needed to make better decisions with regard to maintenance, tire selection, retread specification, and driver-related programs in a fleet. Over time, it may be possible to choose between one or two tire brands that provide the longest life to removal, best fuel economy, or other factors that best fit the needs of the fleet. Knowledge is power, and the reward is worth the effort.
Jason C. Miller is Cooper Tire’s national fleet channel sales manager. He has worked in all aspects of the tire industry, mastering complex tire programs for some of the largest fleets in North America. A member of the American Trucking Association’s Technology and Maintenance Council (TMC), Jason is also a TIA certified tire instructor and former ASE certified technician. He has a Bachelor of Science degree in information technology and a Master of Science degree in integrated marketing communications from Northwestern University.
