Magazine for the professional tire industry
Issue link: https://mtd.epubxp.com/i/394657
MTD October 2014 Tire repair trends No more spares equals more problems. Te industry defnes RSR. And how do you dispose of tire sealants? By Kevin Rohlwing W hile there might be some debate regarding the frst person to say "Te only thing that is certain in life is death and taxes" (most atribute it to Ben Franklin), it's obvious they were not talking about the tire business. Among the many certainties are the loss of tread depth, the dependence on natural rubber, the need for correct infation pressure, and, of course, fat tires. According to a 1999 report from the AAA Foundation for Trafc Safety, 60% of the drivers surveyed experienced a fat tire in the previous fve years, and the most common cause was punctures (75%). But anyone with more than a few years of experience in the industry does not need a 15-year-old study to know that fat tires are common. And it also isn't a surprise that according to the same AAA report, frequent drivers (10,000 miles or more annually) have a beter chance of geting a fat tire when compared to those who drive less (64% vs. 54%). In contrast, the frequency of fat tires in the trucking in- dustry has more to do with the application than the number of miles traveled. As long as tires have relied on infation pressure, problems associated with punctures and other damage that results in the loss of air have existed. From the old days of inner tube repairs and hot patches to modern, chemically vulcanized patch/plug combinations, technology has made it much easier to safely return a fat tire to service. Tat's a good thing: Te liability associated with repairing tires has increased since the landmark Barber v. Mossy Ford case — and its subsequent $22.8 million combined wrongful death verdict and setlement. In some cases, the risks have led retailers and commercial tire dealers to establish strict guidelines, while in others, the businesses have eliminated tire repair altogether. Unfortu- nately, there are still far too many companies that, in my opinion, continue to put lives in jeopardy because they are either uninformed or just want to gain a competitive edge by ofering cheap tire repairs that are not consistent with the best practices established by the industry. Consumer tire repair Te Tire Industry Association (TIA) has been conducting a national training tour for the last few years to educate people on all aspects of passenger and light truck tire service, includ- ing repair. Tese classes are typically held at local community and technical colleges. We have found most of the schools do not have the tools, equipment or supplies to teach the proper method for repairing tires. Te good news is that almost all of them have seen the error in their ways and are now teaching the correct repair procedures. Even though there is universal agreement regarding the steps and guidelines for repairing tires, there are still a few issues that need to be addressed. Most of them are related to the elimination of the spare tire. On vehicles with run-fat tires, the guidelines are the same, although the manufacturer may place limitations on the criteria or the number of repairs. For example, Goodyear does not have any restrictions regarding the repair of a run-fat versus any other tire. Michelin only allows one repair on run-fats, while Bridgestone, Continental, Pirelli and Yokohama do not recommend repairing them at all. Another trend that is impacting the tire repair industry is the use of temporary mobility kits on new vehicles. Some manufacturers are replacing the spare tire with a portable air pump that includes sealant to stop the air leak. In most cases, the sealant contains ethylene glycol or propylene glycol, both of which are primary components of antifreeze. Many states classify compounds in the glycol fam- ily as hazardous waste; therefore, the disposal of the sealant material may be regulated (because propylene glycol is less toxic than ethylene, states may handle it diferently). I am not aware of any specifc regulations regarding the disposal of glycol-based tire sealants. So what should you do with them? Te answer to that question may lie in how states legally discard antifreeze. In a September 2008 document from the Michigan Depart- ment of Environmental Quality, lawmakers indicated it is acceptable to wash antifreeze down the drain only if it is con- nected to the municipal wastewater treatment facility, and if permission has been obtained from the sewer authority. Tey also recommend geting the permission in writing. Antifreeze cannot be discharged into storm drains, on the ground, or into a drain that leads to a septic system. A November 2013 publication from the Wisconsin Depart- ment of Natural Resources mirrors the Michigan guidelines. And the California Integrated Waste Management Board clearly indicates that it is illegal to dispose of antifreeze by throwing it in the trash or dumping it down storm drains. California also does not include the option of using the municipal wastewater system. Te best practice would be to contact your hazardous waste recycler to see if glycol-based sealant materials can be combined with antifreeze, or if they must be stored in separate containers. Disposing of any glycol products in storm sewers or septic systems is probably illegal (and not very environmentally responsible). It may, however, be acceptable to wash them down the drain for processing at the local wastewater plant. On the legislative front, it appears that eforts to introduce any laws mandating proper tire repair have diminished. I testifed in support of tire repair legislation in Maryland and atempted 34 34 feature