Tyres are amongst the most highly regulated components in the modern automotive market; tyre manufacturers exercise great care in producing safe, reliable and compliant products. The tyre acts as the interface between the vehicle and the road surface, it is required to:
- provide adhesion for braking and acceleration;
- maintain steering and directional control;
- support the weight of the vehicle; and
- act as an initial shock absorber for the vibration from the road.
Tyres sold in the UK and Europe must comply with Type Approval, this being given to a product that meets a minimum set of regulatory, technical and safety requirements:
- UN ECE Regulation 30 – tyres with a load index ≤121 (light vehicles)
- UN ECE Regulation 54 – tyres with a load index >121 (heavy vehicles)
- UN ECE Regulation 109 – re-treaded tyres (heavy vehicles)
Most tyre manufacturers are members of the European Tyre and Rim Technical Organisation, which exists to specify and harmonise sizes of rims and their associated pneumatic tyres across the European Union and which documents all tyre standards and regulations valid for tyres within Europe.
TYRE FAILURE – BRITISH TYRE MANUFACTURERS’ ASSOCIATION – 10-YEAR TYRES
- Guide to tyre management and maintenance on heavy vehicles states:
“Tyres deteriorate with age; tyre ageing is not associated with the passage of time alone but rather the cumulative exposure to adverse environmental and operational factors. Prolonged exposure to ozone or ultra-violet light can have a detrimental effect on the natural and synthetic rubbers used during tyre manufacture. Tyre manufacturers incorporate additives to reduce this phenomenon. Flexing of the tyre during normal use helps the diffusion of these additives to the surface of the tyre where they act against the adverse effects of exposure to ozone and ultra-violet light. This diffusion process is greatly reduced in tyres fitted to vehicles that are used infrequently. Consequently, such tyres are more susceptible to degradation caused by adverse environmental factors when compared to tyres that are used frequently.
“If a tyre is showing signs of ageing, such as cracking or crazing on the sidewall or in the grooves of the tread pattern, its condition should be assessed by a competent tyre technician. Certain tyre manufacturers recommend that tyres over 10 years old should be withdrawn from service.”
The strength of a tyre’s design and construction is clear, evidenced by its capability of retaining the large amounts of stored energy within and its ability to withstand the many varying forces applied during dynamic operation. Evidence suggests that re-treaded tyres, whilst perceived by some as a lower standard product, are no more likely to fail than first life tyres, this being testament to a highly regulated industry producing quality, type approved and robust products.
There are of course factors which can affect this robustness such as repairs, damage and improper fitment.
10-YEAR-OLD TYRES
From 1 February 2021, legislation was introduced to make it illegal to fit tyres that are more than 10 years old to the front-steered axle or axles of goods vehicles with a maximum authorised mass (MAM) of more than 3.5 tonnes. The ban also applies to buses and coaches.
Where minibuses are concerned, it is also illegal to fit tyres aged more than 10 years old, but this also includes the rear axle unless equipped with twin tyres.
There are exemptions for the following:
To be able to prove the age of the tyre, there is a requirement for the manufacture date of the tyre (date code), which is printed on the side wall, to remain legible on all tyres.
If we look at re-treaded tyres, they are also subject to the same requirement as first life tyres. When tyres are re-treaded, they have the re-tread date printed on the tyre. The re-tread date will be used to determine the tyre age.
The Road Vehicles (Construction and Use) (Amendment) Regulations 2020 introduced new requirements that ban the use of tyres aged more than 10 years on certain vehicles.
SAFETY INSPECTIONS/PMIS
When vehicle/trailer safety inspections are carried out, as an addition to the routine checks on tyres, the tyre dates should be recorded on the report. Any tyres that are in scope, ie on a steered axle and are found to be 10 years or older should be defected.
If any tyres are found to be close to 10 years old, then this should also be noted as an advisory on the report.
DVSA TO CHANGE CRITERIA ON FREE ROLLING TYRES
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The Driver and Vehicle Standards Agency (DVSA) will be changing the HGV and PSV annual test (MOT) criteria on the fitment of Free Rolling Tyres (FRTs) from April 2023. Currently, vehicles fitted with FRTs on drive axles will fail their MOT. From April 2023, if FRTs are fitted to front steering axles, these will also result in an MOT failure.
WHAT ARE FREE ROLLING TYRES?
The definition in the UNECE regulation (UNECE 54/109 reg):
The inscription "FRT" (Free Rolling Tyre) in case of tyres designed for the equipment of trailer axles and axles of motor vehicles other than front steering and drive axles.
WHAT IS THE DEFINITION OF FRONT STEERED AXLE?
Any axle(s) deemed to be forward of the chassis midpoint and directly controlled by the motor vehicle steering system.
WHAT ABOUT TRAILERS WITH A STEERED AXLE?
Semi-trailers which are commonly fitted with a steered rearmost axle, which is to the rear of the centre line of the chassis, will not be affected by these changes. It is also important to note that, to meet this definition, any front-steering axle will also need to be controlled by the vehicle’s steering system.
A full draw bar trailer with a front axle which steers through the ‘A’ frame only will not be affected by these changes, as this is not controlled by the steering system of the vehicle.
EURO VII
With the Euro VII emissions regulations on the horizon, the proposal will not only include engine emissions but also proposes to bring in scope brakes and tyres. Where tyres are concerned this will be looking at wear factors in relation to the pollution of the environment.
DRIVER CULPABILITY
Drivers also have their part to play regarding helping to ensure the tyres on their vehicles are in a serviceable and legal condition. They should have received adequate training and be made aware of their responsibility in relation to the checking of tyres as part of their daily walkaround check.
A driver may be issued with a fixed penalty notice if there is obvious visible tyre deterioration, damage, wear etc that should have been identified on a daily walkaround check. However, the driver would not be expected to check the date code during a walkaround check.
TYRE MANAGEMENT
Driver training can also play a part in tyre management, ensuring driving assessments are carried out. This could include training drivers to avoid harsh braking, which can shorten tyre life and increase the vehicle’s whole life costs.
There should be a comprehensive tyre management policy included as part of your fleet policies.
A system should be put in place to ensure tyres are regularly checked to ensure that they are at the correct pressure and are in a serviceable condition.
As part of the tyre management system, tyres should also be checked to ensure they are the correct type and load rating for a specific axle and position on the vehicle. This is even more important where a tyre has been replaced due to unforeseen circumstances.
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*www.logistics.org.uk/mac
