As a bus operator we carry the most precious cargo, humans.  It is our responsibility to transport people to their destinations safely and economically.  A failure to complete this journey for whatever reason is not acceptable, to damage or injure our cargo is just not an option.

Over the years our horse and coaches have evolved to become buses.  Some buses have grown in capacity without getting longer by having an upper deck, others have an articulated section added to the rigid chassis to expand passenger numbers and so grow efficiencies.

The demands on the actual bus hardware of metro operations are substantially different to those of regional or interstate operations.  Ease or access for a metro bus is prominent but comfort for long distance is critical.  Regardless of the actual operation the over-arching requirement is safety.  A single driver can now determine his passenger number by the use of electronic tagging by passengers as they step on or off the bus.  Drivers can be monitored in real time to provide real time information to passengers ahead as to when the bus will arrive at their embarkation point.  All the functions of the engine are monitored in real time and conveyed not only to the driver but also to the fleet manager.  Service intervals schedules are determined by this real time monitoring.  Driver performance is reviewed considering harsh steering or heavy braking events.  Sometimes these events are just a function of the heavy traffic buses can operate in.

For long distance operations quite often a relief driver is on board the bus, the pair of drivers alternate driving duties to minimise fatigue. 

When we consider the vehicle holistically the foundation of the bus is actually the tyres.  Those workers of black magic that perform regardless of the weather, terrain or conditions.  Do we stop to consider their efforts or just ASSuMe[sic] the tyres will perform as expected?

Whilst the operations for a metro fleet and a regional fleet are different there is one common factor with respect of the tyres, the inflation pressure.  In speaking with one fleet manager I’d noted that in the fleet managers parking bay was European manufactured car.  I asked him how he found the vehicle in general conversation and his response was as one would expect.  We got to speaking about the tyres on his bus fleets and covered the usual aspects of different brands and patterns for the different operations he managed.  I asked how the tyre pressures were maintained and met with the not unusual response of “oh they’re checked on a weekly basis”.  We discussed the way the driver’s performance was checked even the fact that the fleet owner had insisted upon installing dash cameras (both front & rear facing) to evidence not only driver behaviour but also interaction with the general public. 

As a break in the conversation I asked about the tyres on the fleet owners Euro drive, they were high-performance low-profile tyres as specified by the vehicle manufacturer.  The manager explained that the life of the tyre wasn’t that great but they did perform very well, even in the rain.  I asked had he ever seen the tyre warning light come on to alert him to flat tyre.  Yes, he remarked, he’d experienced this a couple times and went on to explain that the first time he didn’t pay any attention to the alert, even when it started flashing.  He did eventually stop when the tyre had destroyed itself.  The failing tyre damaged the panels, destroyed the ABS sensor and brake line, an expensive exercise.  So when the light came alive next time he quickly stopped and was able to get the jack under the car and the tyre changed without much difficulty and no damage.

We got back to talking about the buses and I asked again about tyre maintenance, that’s when the penny dropped and the fleet manager realised that whilst he monitored the tyres on his own vehicle, he had been dispatching his precious cargos without actually knowing whether they were tyre safe. 

One client, after a brief trial, started using external tyre monitoring hardware (TPMS) that integrated into the telematics system they already had installed.  The formal tyre management plan TyreSafe Australia had developed with this client already called for different manufacturers and patterns according to the requirements so a TPMS that was capable of being brand agnostic was required.  Some tyre OEM’s offer their own systems but cannot be used on other brand tyres easily.  Within a very short period of time there was another stream of high value data available.

This data generated started to show the opportunities for improvement.  Better tyre performance in outright life was one achievement.  A performance improvement of 10% life extension for the tyres also generated wheel end life improvements as the wheel bearings were not under/overload in stress.  The vehicle suspensions worked evenly as, instead of there being 4 individual tyres working at different rates on an axle, there were now 4 tyres working as a team distributing the load and work evenly between them.  The great savings in fuel and maintenance were the most profitable from an economic sense

From a safety perspective tyres are absolutely critical in the vehicle retardation process.  Various tests can determine that the brake systems are working as the designer intended but if the tyres are not appropriately inflated then the braking distances may be extended further than necessary.  Many people ASSuMe[sic] their tyres are “ok.”  It is simple physics to understand that when tyres are dualled (as on most rear load bearing axles of modern buses) and if the tyres are not at the same or similar pressures then the contact pressures and contact patches are going to be different.  It may well be that the vehicle effectively has 4 different “boots” on the same axle, just like wearing a work boot on one foot and a sports shoe on the other.  How do you think that would work for you?

Unless the tyre pressures are monitored in real time then there is no evidence as to how the tyres are working when in actual operation.  Sure, the tyre pressures can be set in the yard when the tyres are cold but is this the pressure the tyres will be when they are operating?  I doubt it very much.  From the data we have gathered over years we see how steer axles work differently to drive axles that work differently to tag axles.  Heat from the engines affect tag axles differently, inner tyres operate different to the outer tyres that are in the cooling breeze.

Drivers monitor engine temperatures and pressures in real time, from their seat.  The drivers understand when the fuel is getting low as the fuel gauge informs them, in real time.  The tyres?  One of the largest operating expenses?  Who knows until the tyre goes flat!

TyreSafe Australia applies the 6M principle.  We need to be able to MEASURE to be able to MONITOR to be able to MAINTAIN so we can MANAGE then we can Make M$oney!  It doesn’t matter whether we consider tyres or engines if we don’t engage the 6M principle then we are losing money, and jeopardising our safety.

The question then remains why do people ASSuMe their tyres are “ok” when in actual fact they have no idea?  How safe is this? 

• 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

Bridgestone Americas announced the launch of Firestone Direct mobile vehicle service for car owners and fleet operators. Firestone Direct brings Bridgestone’s automotive services directly to vehicle owners’ homes or workplaces to offer maximum convenience with safe, contact-free service.

This service uses specially equipped vans operated by certified technicians to perform a wide range of maintenance services, including fluid and filter changes, tire repair and replacement, battery check and replacement, and more. 

Through 2021, Firestone Direct will continue to grow into additional markets across the southeastern U.S., with plans to expand nationwide by 2023. The new service launched first in Nashville and Atlanta and expanded into Orlando and Tampa in March.

Angie Oleson, director of Firestone Direct, said, “Customers are increasingly turning to online shopping and at-home services for convenience and safety, and Firestone Direct is at the forefront of this movement for at-home car care. By bringing trusted vehicle care featuring the latest automotive technologies directly to the customer, Firestone Direct can leverage the expertise of our trained technicians with the ease of online booking and at-home service for maximum convenience.” (TT)

The global electric vehicle (EV) market has taken a tremendous leap forward, with new registrations reaching record market shares in nearly all countries. For the tyre development landscape, the accelerating growth of the EV market means a pervasive transformation.

Boosting circular economy

At Black Donuts, the impact of the EV trend can be seen everywhere, from the tyre designers’ desks to the new practices of tyre testing. Beyond meeting new demands of the EV sector, the procedures and practices are tuned to serve the company’s strategic goal: to spearhead the industry’s shift towards a circular economy.

Black Donuts launched the first EV tyre development projects with its tyre manufacturer customers in 2018. The internal research on EV tyres was initiated even before, at the time of the first EVs entering the market. “The first research project addressed the primary technological challenges: rolling resistance and noise,” says lkka Lehtoranta, Head of Tire and Material Development at Black Donuts.

In tyre design, it is essential to focus on specific aspects to ensure optimal performance for electric cars. Compared to combustion cars, tyres for Evs must carry a heavier load withstand high instant torque – and be efficient and quiet. 

Lately, the focus on tyre technology has shifted towards more comprehensive sustainability. Bio-based materials and compounds are opening new possibilities, and the rapid growth of the EV market accelerates the pace of development. ”The EV trend has highlighted the sustainability of tyres. The demand for bio-based materials and tyre recyclability has significantly increased,” says Jarkko Mällinen, Technology Development Manager of Black Donuts.

In cooperation with its partners, Black Donuts is investigating new possibilities to replace fossil-fuel-based raw materials with bio-based or renewable materials in all products, including studded tyres. The company is currently testing the use of bio-based plastics in stud bodies.

Also, end-of-life tyres are a hot topic in the industry, and Black Donuts is researching how the waste tyres can be recirculated and recycled back into the process. Even the tyre development process is undergoing a renaissance. New design tools for faster tyre development are being introduced, emphasising the key features of sustainable, future proof tyres.

Comments (0)

ADD COMMENT

European PCLT (passenger car and light truck) tyre manufacturing capacity has risen over the past decade to meet increased demand, but there has been a major shift from plants in Western Europe, towards Central Europe and Russia. The move eastwards reflects substantial differences in operating costs between the two regions, specifically in terms of labour costs. Hourly labour rates in Central and Eastern Europe can typically be half to one quarter of those in the highest cost Western European countries. In particular this significant differential has resulted in the transfer of production of lower priced non-premium tyres to larger plants in Central and Eastern Europe. Numerous PCLT plant closures and downsizings in Western Europe have either been announced or enacted during the past 18 months.

In 2019 Cooper Tires ended PCLT tyre production at its small plant in the UK, and Michelin recently closed the PCLT tyre plant in Dundee that manufactured tier-1 brand tyres in lower rim-diameters (≤16”), a shrinking segment of the European market. These closures leave just the two PCLT tyre facilities operating in the country: the Pirelli plants that focus on low volume but high-margin premium tyres.

In Germany, Michelin has announced plans to close its Bamburg plant that also focused on lower-rim -diameter tyres, whilst Goodyear is restructuring operations at its PCLT tyre facilities located in Fulda and Hanau. Total capacity there will fall, but there will be an increase in production of premium tyres.

Pirelli has recently ceased production of car tyres at its Bollate plant in Italy, its only facility in Western or Central Europe that was manufacturing non-premium car tyres. Apollo Tyres plans to downsize PCLT capacity at its plant in the high-cost Netherlands, focusing the facility on high value tyres with short production runs. Management had stated that the company lost money on 70% of the PCLT tyres that it sold from the facility.

Despite these closures in Western Europe, expansion to the east is expected to result in the net addition of 30 million units of PCLT tyre capacity across Europe* by 2026. New plants that have been recently opened, or are currently under construction, are located in either central and eastern Europe or Russia. In 2017, Apollo Tyres opened a greenfield plant in Hungary, with first-phase capacity increasing to 5.5 million PCLT tyres and almost 0.7 million TBR tyres. Supply from the facility has substituted imports from India and now permits the planned downsizing and specialisation of production in the Netherlands.

In 2018, Hankook announced plans to add production of TBR tyres at its plant in Hungary, however this expansion was put on hold in late 2019. In phases, the company has already expanded PCLT tyre capacity until it is now one of the largest such facilities in the world. Meanwhile, Nexen has begun the ramp-up of capacity at its new plant in the Czech Republic; this will have added substantially to the country’s capacity by 2023.

In addition to further investments across Central and Eastern Europe by Continental Tire, Bridgestone and Pirelli, an expansion of premium tyre capacity in Slovenia has also been announced by Goodyear.

In mid-2019 Toyo Tire announced its intention to build a new tyre plant in Serbia, consolidating the country’s position as the leading location for new PCLT tyre manufacturing capacity in Europe. This follows Linglong’s decision to build its new European plant in the country and Cooper Tire’s plan to double the size of its facility. Based on analysis by Astutus Research of all announced capacity actions (plant opening and expansion net of closures and downsizing), Serbia will account for over 40% of planned capacity additions between 2019 and 2026.

Toyo expects to invest €390 million in its new facility that will have a capacity of 5 million units. It intends to start production in early 2022 and reach full capacity the following summer. Linglong’s facility will have a capacity of 12 million PCLT tyres, alongside truck and radial agricultural tyres, built in three phases and representing a total investment of over €800 million.

Serbia as new hub

Although there is demand for both replacement and original equipment PCLT tyres in Serbia, the domestic market is amongst the smallest in Europe and production will be export focused. The country has already emerged as a key source of budget tyres to the European Union and to Russia, predominantly from Tigar Tyre, Michelin’s low-cost tyre subsidiary, that has significantly increased capacity and production in the past decade.

Geographically, Serbia is well located to supply the major markets of the EU and Russia, and benefits from free trade agreements with both. Labour costs in the country are significantly lower than in the Czech Republic or Hungary, and labour availability is good, with a higher rate of unemployment.

At present Toyo imports tyres to Europe from its facilities in Japan and Malaysia; Linglong utilises its PCLT tyre plants in China and Thailand. Both companies aim to develop their presence in Europe, and local production should help them in this quest, particularly in the original equipment segment where the significantly shorter lead times will improve the competitiveness of their offer. Similarly, the opportunity to increase their share of the OE business was one of the motivations for Nexen and Apollo to replace imports to open a plant in the region.

Whilst the influence of the Covid-19 virus may slow the pace of some planned investment in central and eastern Europe, it has already accelerated the pace of closures in the west. Furthermore, we expect that it will result in further plant closures there, as the decline in European tyre demand dramatically reduces plant utilisation rates.

*Europe refers to Western, Central and Eastern Europe, including Russia and CIS, but excludes Turkey which we include in the Middle East & Africa region.

For capacity data: ‘Western Europe’ includes plants in Germany, France, Spain, Italy, the UK, Portugal, the Netherlands, Finland and Luxembourg. ‘Central Europe’ refers to Poland, Romania, Hungary, Czech Republic, Serbia, Slovakia and Slovenia. ‘Russia and CIS’ refers to Russia, Ukraine, Belarus and Uzbekistan.

• Simon Hodson is Research Director at Astutus Research shodson@astutusresearch.com

The WHO has said that the outbreak is now officially a Pandemic. People/ companies/ organisations are still coming to grips on how to address the situation. Government heads of various countries are trying to curb the situation by restricting entries of people who are affected by countries that are affected the most. Thus, airlines would have only diplomats and other certain levels of people allowed to fly.  Many airlines have suspended a good number of their flights.  Many companies will be looking to take a hair cut on what they take back with them, just to see that business can be sustained during the trying situations. 

The virus has led various markets to crash, courier services have been curtailed in certain countries. All types of cancellations, be it sport, expositions or business, have affected the business world over. The transaction value in the losses may be difficult to gauge currently, however, it could be in the millions. Contracts would have to be reworked, and companies may have to come with new strategies. 

However, in every situation, there would be also a business opportunity, if you work your strategy right. The sale of masks, gloves, hand sanitisers, medical devices would be able to generate good business. Though it is seen that the outbreak is from China, you also got to give to them as to how they are trying to contain the situation by building hospital/s within 10 days. In other countries, this would easily have taken a much longer time period. 

It is a given that the business scenario is not going to be the best for most of the companies; Therefore, companies may have to think and reevaluate the way they are currently running their company. Companies will look to get leaner in every possible way. Cut down on unwanted expenses. Many companies have started asking their employees to work from home. Some may look to have lesser number of people and look to automate some of the work, especially in the factories.  Commercial properties being an expensive asset to maintain, some companies may look to perhaps go on rented co working spaces. Use less of one time use items like plastic and use more renewable/ reusable substitutes. Use of more environment friendly methods going forward will be the mantra. 

This hit on our social system in a way will make us pause, think and have better suggestions as to how to look after ourselves and our environment at large.