Webinar Replay #11: RUBBER MEETS THE ROAD: TIRE MAINTENANCE IN HOT WEATHER

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Jay Wommack: Good morning, everybody. Jay Wommack, founder and CEO of Infinit-I Workforce Solutions. Thank you so much for joining us today. Our webinar will begin in just a few minutes appreciate y’all sitting on hold.

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Jay Wommack: While we’re here, waiting for everybody to jump on, I want to give a special shout out to our existing clients that are here with us today.

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Jay Wommack: You are proving to your entire workforce that safety is your number one concern is, you know, one priority. And we appreciate that because

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Jay Wommack: We’re very, very good at delivering training for safety, for orientation, for ongoing corrective action.

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Jay Wommack: And you obviously have taken the jump into the company right now and you’re using it, you’re, you’re saying that your

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Jay Wommack: People are valuable to you. And that’s exactly what we want. That’s what you want. That’s what you people want to hear. So

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Jay Wommack: We do have all the answers. We know exactly what we’re doing a web based training, we’ve doing this for 15 years but I have a special offer day for our prospects that show up.

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Jay Wommack: We’d like to offer you a 30 day free trial using our system completely see what it’s all about, see if you like using something like this, you know, remote training is jumped to the forefront.

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Jay Wommack: Of the world in the last 90 days, the world has shifted has changed remote training. We’re the experts we know more about remote training them virtually anybody in the entire I guess world, universe.

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Jay Wommack: So I want to offer the 30 day free trial, time offers limited. Yeah, we can’t make this go on forever, I wish we could. I’m going to even throw in a CSR reps. Someone who is a client service rep.

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Jay Wommack: That can make this thing hum for you get user activity up on system because that’s the key. Get your people to use the system.

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Jay Wommack: I don’t care how many bells and whistles, you’ve got if they’re not going to use it. It’s not going to have an impact for your company. And at the end of the day, that’s what we’re all about.

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Jay Wommack: We want to see your top line and bottom line and improve. We want to see your safety record improve. That’s what we do. And we do that better than anybody out there.

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Jay Wommack: Thanks for sticking with me. In the meantime, it’s what you came for us the webinar. So Mark, if you’re ready, I’m will hand it over to you.

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Mark Rhea: Good morning. Good morning. Good morning. Thank you as always. Jay, for your commitment to our industry and supporting our professional drivers.

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Mark Rhea: And it’s summertime, and we have a great webinar plan today on, Rubber Meets the Road.

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Mark Rhea: I’m sure everyone here has seen the remnants of

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Mark Rhea: Tire failures on the side of the road. Some of you might have experienced some of those and today I’m very excited to let you know we’ve got some experts,  engineers and innovators in the field of tires, tire maintenance, and rapid air loss.

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Andrew McCulloch: Events from the Michelin company.

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Mark Rhea: So let’s, let’s get going. My name is Mark Rhea most of y’all know me. I’ve been around the industry for 35 years and it’s a pleasure to represent Vertical Alliance and Infinit-I Workforce Solutions today.

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Mark Rhea: Just gives a quick introduction. We’ve got joining us today from the state of California, Mr. Andy McCullouch. Andy is the field operations engineer

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Mark Rhea: for Micheline engineering, is a member of Society of Automotive Engineers, and is a certified tire industry instructor originally a Michigander. Andy is a

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Andrew McCulloch: Graduate

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Andrew McCulloch: Of Michigan State University.

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Mark Rhea: Also joining us from the great Bluegrass State of Kentucky, Bryan Dingler. Brian is the services and solutions sales manager for Michelin, North America. And also joining us from the Palmetto State of South Carolina. Mr. Charles Whatley.

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Mark Rhea: Charles has got a long title there. I’m going to say he’s the innovator for Michelin, North America. He’s got a lot of innovation.

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Andrew McCulloch: Technology things working. So we’ve

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Mark Rhea: Got a lot of really great guest today. I want to start off with one quick question for the panel. Before we dive into the formal presentation.

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Andrew McCulloch: Tires

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Mark Rhea: Tires represent a large both direct cost carriers and indirect costs to carriers, the indirect cost carriers of

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Mark Rhea: Course, your downtime. But more important in that in our, in our world here is rapid air loss can transfer into rapid vehicle control loss which can

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Mark Rhea: Turn into a rollover event or something really nasty that we’re trying to prevent so the impacts of a proper tire maintenance what to do in the event.

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Andrew McCulloch: That you have

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Mark Rhea: A rapid air losses, what we’re going to cover today. So just, just to kind of

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Mark Rhea: Prepare you a little bit. We will put on your seat belts, we will be a simulating a rapid air last event. And I would also ask you to grab a paper clip. Mr. Andrew McCullough will explain that is part of his presentation. So put on your seat belt. Grab a paper clip and let’s dive into this.

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Mark Rhea: Want to go to the next slide.

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Mark Rhea: So before we get there, I was going to ask the panel about those direct costs and those indirect costs.

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Mark Rhea: Can awareness training and information exchange impact those direct costs and indirect costs related to tires.

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Andrew McCulloch: Thank you, Mark. And welcome, everybody. Thanks for attending.

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Andrew McCulloch: The short answer to that question is yes, absolutely. We can. There’s certain things we can do a number of different things that we can do that will help to mitigate both direct and indirect losses and we’ll get into those.

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Andrew McCulloch: Let’s first try to understand what type of losses, we’re looking at and what the consequences of those losses are. So why, do we care about loss of currencies, what’s important.

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Andrew McCulloch: There are multiple different

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Andrew McCulloch: Multiple different

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Andrew McCulloch: Direct and indirect costs associated with it, for instance, that the average cost of an ERS call is about $700 plus per occurrence and experience has shown us that

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Andrew McCulloch: Each vehicle a Fleet will experience an average of about one to one and a half breakdowns per year. Now the anti NHTSA

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Andrew McCulloch: Advisors that these types of losses typically result in over 75,000 accidents per year. So there’s a serious dollar value behind

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Andrew McCulloch: You know, these rapid air losses and tire issues and they can have both direct consequences to the fleet in the form of not just

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Andrew McCulloch: Tire failures, replacing tires and damaged equipment but indirect consequences as well. Insofar as driver downtime, delays, and shipments and that sort of thing.

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Andrew McCulloch: So we go to our next slide.

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Andrew McCulloch: Here losses are actually can be

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Andrew McCulloch: classified into into two types, they can be a rapid hair loss or they can be a gradual, but both of them are important. Both of them are of a concern to us and

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Andrew McCulloch: And there is a difference between the two. And if we go to the next slide will show an example here. Here we have two tires that failed for two very different reasons.

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Andrew McCulloch: If you look, the tire on the left. That was a rapid hair loss that resulted from an impact with a solid object. Now, this could be a pothole in the road. This could be a curb

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Andrew McCulloch: Number of different things. But if you look at the at the rupture in the sidewall that tire. You’ll notice it forms of distinctive T pattern that T shape.

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Andrew McCulloch: And that is almost always indicative of an impact failure. So we had that tire contact a sharp edge or object right at the center T of that rupture.

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Andrew McCulloch: And that impact cause the tire to rupture it cause the casing plies to fail and a rapid air loss. Now conversely, if you look at the tire on the right hand side.

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Andrew McCulloch: That is what we call a zipper rupture and that does result in a rapid hair loss, but for very different reasons. The cause is from a very different cause

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Andrew McCulloch: This is typically caused by a low air pressure scenario. So we have a situation where a tire for whatever reason is under inflated and maybe from a slow leak. It may be a nail in the tire, the number of different things can cause it. But what happens is as that tire rolls down the road.

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Andrew McCulloch: When it comes into contact with the road surface what tends to happen is the tire flexes sidewall flexes, it’s a certain amount of the flexing that occurs

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Andrew McCulloch: in that side wall as a contacts, the road surface when it leaves the road surface it flexes back to its original position and inside the tire and you can see on that picture, the number of

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Andrew McCulloch: Wires or cables, which form what’s called the casing plies. These cables run

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Andrew McCulloch: Radially hance the name radial tire from one bead right around the tire radio to the other and they actually flex as they contact the road surface. These are what support the load.

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Andrew McCulloch: It’s actually not the rubber that supports the load it’s it’s these these cables and now this is where our paperclip comes in, into play.

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Andrew McCulloch: These cables are designed to flex a certain amount. And that’s perfectly okay but what happens is when they start when you have a tire that is under inflated or overloaded, or both. The amount of deflection that occurs in those tire in those cables becomes very excessive and

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Andrew McCulloch: The tire will actually flex in its

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Andrew McCulloch: sidewall

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Andrew McCulloch: beyond what it’s designed to do, and that causes fatigue sidewall fatigue. It causes these cables to sort of the fatigue. So if we take that paperclips as an analogy to what’s happening in the side of this tire.

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Andrew McCulloch: If we take that paperclip and we start bending it back and forth. The same thing happens with a coat hanger or I’m sure everybody’s done this.

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Andrew McCulloch: You start bending back and forth and two things start to happen when you feel it starting to heat up and that’s because of the metal crystallization, and the friction caused internally.

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Andrew McCulloch: And two, eventually you’ll notice what happens if it breaks and the same thing happens to these these cables in the casing ply and it doesn’t matter what type of tired, is whether it’s a Michelin or or whatever brand.

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Andrew McCulloch: Any commercial tire that uses this manufacturing technology will experience the same sort of thing.

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Andrew McCulloch: So we get what we could sidewall fatigue occurring and these cables start to fatigue, they start to fray and they start to break.

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Andrew McCulloch: And over time, this leads to a situation with the condition we call the run flat condition and it may very well result in a rapid air loss. As you can see this tire.

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Andrew McCulloch: Resulted in a rapid air loss. It was, it’s called a zipper rupture. Because what literally happens is each cable breaks and snaps and that puts additional strain and stress on the one

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Andrew McCulloch: next to it which breaks again and so on and so on, very much like the zipper unzipping. That’s why we call it a zipper rupture. So the end, the importance of this is the reason we touch on this is the number one.

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Andrew McCulloch: Cause of tire failures tends to be under inflation and or overload and this is why it’s an important concern, it can lead to a gradual air loss.

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Andrew McCulloch: Or it can lead to a rapid hair loss. In either case, the net result is you know an air loss, a tire that has failed and results in costs, direct and indirect to the fleet.

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Andrew McCulloch: So let’s go to our next slide please.

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Andrew McCulloch: Hopefully, everybody’s following along here.

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Andrew McCulloch: So what factors can trigger a sudden air loss what what factors come into play and results in the tire failure. And there are a number of different factors. But the most important ones and the primary ones are under inflation or overloading, as we mentioned,

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Andrew McCulloch: And that’s something that we can mitigate. That’s something we can control in our risk management processes to help reduce.

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Andrew McCulloch: We also have road hazards and driving practices. Now these are a little bit more difficult.

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Andrew McCulloch: You can get objects enhancers in the road, ranging from potholes, to debris, all sorts of things, but we can mitigate those to a certain degree.

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Andrew McCulloch: Depending on our driving practices and other external conditions. And of course, we also have heat and tire fatigue and both of these are

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Andrew McCulloch: to some degree, are related to our number 1 point are there under inflation or overloading of the truck both Wheel heat and tire fatigue.

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Andrew McCulloch: But we’re also talking about heat entire fatigue from other external sources. For instance, the temperature of the road surface. The, conditions of the road that we’re driving over the amount of load that we’re carry different things like that.

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Andrew McCulloch: So to go to our next slide please will expand on that a little more

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Andrew McCulloch: And at this point.

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Andrew McCulloch: It’s worth noting.

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Andrew McCulloch: That air loss occurrences actually increase as I’m sure everybody’s aware during the summer months.

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Andrew McCulloch: In fact, our data. Our experience shows that they increased by an average of 30 to 40% during the summer months, so that’s a fairly significant increase

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Andrew McCulloch: And the question becomes why, why did they increase by so much? What causes that increase during the summer months, versus cooler months in the winter?

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Andrew McCulloch: So we go to the next slide.

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Andrew McCulloch: There’s several factors that cause that are the results of this.

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Andrew McCulloch: Number one is obviously in the summertime we have higher temperature, increase road surface temperature, and conditions.

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Andrew McCulloch: And this can be quite severe. Depending on the geographical area that that we’re operating in

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Andrew McCulloch: We’re operating down in South Texas in the Southern States during summer months, the road service can actually become extremely hot

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Andrew McCulloch: and again, heat and fatigue are are both very detrimental to tires, old tires. So we did increase road surface temperatures that can start to affect the tire itself and

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Andrew McCulloch: that can have a long term effect on the tires performance.

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Andrew McCulloch: The other thing that we get our different driving habits and tendencies and this is something that maybe we don’t necessarily think about

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Andrew McCulloch: Doesn’t come to mind immediately. But if you think about it’s actually a fairly important contributing factors during the summer months, we tend to be

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Andrew McCulloch: A little less cautious during the winter months, we tend to drive a little more cautiously, whether it’s snow or rain. We’re always cognizant of the fact

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Andrew McCulloch: Unconsciously that we have a slippery road surface that we have driving conditions that are maybe a little more perilous in the summertime. So, this tends to actually cause

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Andrew McCulloch: You can to naturally be a little more cautious in the wintertime, and in cooler temperature driving. You tend to be more cautious to tend to look down a little more carefully for road conditions and that type of thing. And that increased costs and level actually helps avoid

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Andrew McCulloch: Your tire issues and other issues are on the road. And finally, the last factor are loading and air pressure. Now loading in air pressure really are always a concern and always say a contributing factor to

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Andrew McCulloch: tire loss, but believe it or not, they tend to occur with a little more frequency during the summer months, and this is partly due to, you know, the volume of freight that’s moving around the country that seasonal

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Andrew McCulloch: And the number of trucks moving around and this sort of thing. I mean that that tends to hit peaks and valleys highs and lows throughout the year in the summer months, typically tend to be their peak a period of time for this.

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Andrew McCulloch: So,

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Andrew McCulloch: We move to the next slide please.

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Andrew McCulloch: So how can we mitigate these losses. What can we do to reduce them. This goes back to the question Mark asked at the beginning of this presentation.

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Andrew McCulloch: And obviously we’re never going to eliminate all losses to some degree. Lots of us are going to occur. It’s just a natural part of life and it occurs and simple fact of life, but we can mitigate them we can practice risk management.

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Andrew McCulloch: Practices, which really will help reduce these losses and the more we can reduce them.

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Andrew McCulloch: The less we experience as far as total direct and indirect costs with respect to those losses.

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Andrew McCulloch: Most tire failures are actually the result of under inflation. We discussed that which causes the sidewall of the tire to flex more generating heat and causing sidewall fatigue and failure.

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Andrew McCulloch: And that being the number one cause of tire failures. How can we change that? How can we help reduce those effects? And the answer is we actually can do that and it’s not that difficult. It’s it requires a little bit of effort, but it’s relatively simple.

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Andrew McCulloch: So, next slide please. Will show you what can be done.

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Andrew McCulloch: Generally, a large portion of the roadside incidents or tire failures are the result of just really to two practices or two failures of practices. One is a failure to inspect the tires regularly and this is key and two is failing to maintain and replace those tires when necessary.

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Andrew McCulloch: To very simple facts, but both of these facts have a tremendous effect on the amount of the amount and type of roadside failures that we do experience. Next slide please.

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Andrew McCulloch: So the first point is inspecting the tires. Well, we all know that it’s the federal requirements that the tires be inspected.

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Andrew McCulloch: As part of a pre trip inspection. One of the things needs to be done is inspecting the tires, checking the air pressure on those tires and I always tell. I always tell fleets, if you do nothing else with your tires, at least maintain correct air pressure, usually within inspection.

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Andrew McCulloch: Both externally and particularly internally with some of our offerings that we haven’t Michelin, there are six critical factors that you want to look for

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Andrew McCulloch: And we have them listed here in order of priority, obviously. Number one is low air pressure low air pressure condition will most likely cause tire failure, over time, but we also do want to look for high pressure scenarios.

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Andrew McCulloch: Missing valve caps are important. Why are they important because the lack of a valve cap can actually cause dirt, water contamination to get into a valid stem

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Andrew McCulloch: And effect of course ability to seal so it can actually cause residual error loss leaks, which lead back to our number one critical six factor low air pressure

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Andrew McCulloch: We also want to look for mismatched air pressure, and duels, and mismatched tread deaths, and also irregular tire wear patterns which can tell us about other factors with respect to the vehicle that are affecting tire wear.

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Andrew McCulloch: Now, there are several

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Andrew McCulloch: products and services that are out there that are available. A number of technologies that are available to help reduce this as well.

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Andrew McCulloch: But the most important fact is to do the inspection, to check the tires, to check the air pressures, and do you use an actual air pressure gauge

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Andrew McCulloch: Check the air pressures on the tires and make corrections and or repairs as necessary. If you find a tire that is a little low on air. And it’s the result of a of a nail or puncture or an object in the tire have it repaired have it fixed tend to it as soon as possible, obviously.

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Andrew McCulloch: Next slide please.

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Andrew McCulloch: Now what do you do if you experience a sudden loss of air pressure. And this is where we get into the NTSB, the National Highway Highway Traffic Safety Associations.

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Andrew McCulloch: Statistic of 75,000 assets, a year. The sudden lots of air pressure, particularly in a steer tire can cause an accident and it can cause an accident, particularly if you have

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Andrew McCulloch: A driver, that’s unprepared or weather conditions that that increase the vulnerability or the the instability of that vehicle on the road.

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Andrew McCulloch: But there are things that driver training that can be implemented to help reduce it when that happens, we know what’s going to happen, we can help them reduce the occurrences, but ultimately it’s

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Andrew McCulloch: A lot of severe pressure is going to happen. So it’s important for drivers to be prepared for that and be familiar with what we need to do in the event of a sudden air loss or for

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Andrew McCulloch: A sudden air pressure loss in a tire. We have a video here a short video that actually does a very good job of explaining

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Andrew McCulloch: The behavior that’s necessary to counteract that scenario and also the reasoning behind that scenario.

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Andrew McCulloch: Why does a tire lost cause an accident one tends to happen to the vehicle when air pressure loss occurs in a tire. So if you could run that video for us.

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Andrew McCulloch: There’s one situation that many drivers dread one so varied and even some of the professional drivers believe it cannot be handled that situation while rare because the rapid loss of air in a tire. A blowout

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First, let’s take a look in slow motion exactly what happens when a tire loses air quickly because that’s all a blow out really is a tire goes flat in a hurry.

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When it does the front corner of the vehicle will drop creating a side force this side forth depends on such factors. This firewall and resistance and vehicle dynamics.

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Andrew McCulloch: Will continue to roll along the wheel and the depleted tire the driver needs to compensate for this new side force. What do you do to maintain control.

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Andrew McCulloch: The answer is under your right foot. No, not the rake in fact panic breaking is the worst possible thing you can do, taking your foot off the accelerator is the second worst

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Andrew McCulloch: The real solution is stepping on the accelerator getting power than the dry wheels means maintaining control accelerator is your best answer, of course, pulling the rig to the side.

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OH, WAIT A MINUTE, YOU SAY, I don’t want to go faster. I want to stop right now I’m going for the break and hard and you do that you may lose control.

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One of nature’s basic laws says an object going in one direction, such as a rig on a highway will keep moving in that direction, unless it’s acted on by a new side force in a different direction.

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In her diagram a size of the arrow represents the magnitude in the direction of these forces. The rapid or loss creates a new side force for unless the driver compensates for the side force the rig will move in a new direction by stepping on the accelerator. The driver starts to compensate

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It completes the compensation by making a small steering correction.

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If you think about it, you deal with these external side forces all the time when you drive, especially in cross winds are some high crown roads.

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All you do is step on the accelerator and correct with the steering wheel. There’s no difference when a steer tire loses air.

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When the tire goes flat, a new side force begins acting on the rig. By stepping on the accelerator making small steering corrections and driving your lane you maintain control of your rig then choose when and where to slow down and safely pull off to the side of the road.

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Charles Whatley: Thank you.

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Andrew McCulloch: That’s, that’s an excellent video that really does a good job of explaining the type of behavior that we can implement to

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Andrew McCulloch: To reduce the chances of an accident or crash in the event of a rapid hair loss. So we can boil that down to just three basic steps when it suddenly or loss occurs when you’re driving. Number one is do not step on the brake.

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Andrew McCulloch: Instead just ease into the throttle a bit we say increase acceleration. That doesn’t mean you know a put the accelerator the floor, but we want to increase acceleration, just enough to

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Andrew McCulloch: Lessen the cross loader cross force that that flat tires, causing on the vehicle and then maintain steering correction.

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Andrew McCulloch: So you’re going to gradually step on the accelerator and gradually correct for that cross force to keep the vehicle in a forward.

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Andrew McCulloch: Straight line momentum position. And at that point, you then pull over. As soon as it’s safe to do so.

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Andrew McCulloch: But having gained regain control of the vehicle. Following the tire failure is key. First, and that’s why you want to do slightly increase your acceleration and correct your steering at that point you can then pull over one safe to do so.

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Andrew McCulloch: It.

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Mark Rhea: Looks like yeah and the hold on.

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Andrew McCulloch: Yeah, just

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Andrew McCulloch: Just a quick comment up

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Mark Rhea: I’m looking at this and I’m thinking, this would certainly be a fantastic opportunity to have a two way discussion with your driving staff, what, what have you observed. And what would you do

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Mark Rhea: In the event that you

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Mark Rhea: Have a sudden air loss either the passenger side or the driver side, just as experiment I asked my neighbor yesterday, what would he do if he was driving his pickup and had a

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Mark Rhea: passenger side steering tire blow out. And his answer was at slam on the brakes and encounter steer the other way. I said, Okay, well that so that’s wrong, but

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Mark Rhea: That’s the normal answer so

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Mark Rhea: It would just appear that an

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Andrew McCulloch: Issue like this would

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Andrew McCulloch: Certainly be

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Mark Rhea: Beneficial to

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Mark Rhea: Do engage our driving staff on and have them actually exercise or simulate what they would do when something like this would happen.

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Andrew McCulloch: Right. That’s exactly right. I mean, it’s human nature to want to instinctively step on the brake pedal and rapidly recorrect

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Andrew McCulloch: With your steering and unfortunately that’s that’s the worst thing you can do that actually is what tends to to ultimately lead to a complete loss of control and an accident.

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Andrew McCulloch: So it is although it’s your first instinct to do it.

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Andrew McCulloch: It’s really the worst thing you can do. And the best way to overcome that instinct is to to practice it to practice getting used to applying the throttle slightly correcting for your

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Andrew McCulloch: Your directional instability gradually and you want to practice it enough so that when and if that ultimately does occur.

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Andrew McCulloch: It’s becoming grained in you as a driver enough that you can you can instinctively then

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Andrew McCulloch: make those corrective actions without having to panic or suddenly. Think about it. You understand make sense.

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Absolutely.

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Andrew McCulloch: So definitely have a conversation with your driver over it.

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Andrew McCulloch: But practicing practicing for those events definitely helps as well and can help drivers, be a lot more defensive and prepared when it comes to dealing with a rapid air loss situation.

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Andrew McCulloch: So by doing this we ultimately help reduce the number of accidents on the road which really ultimately reduces direct and indirect costs of a tire failure as well.

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Andrew McCulloch: And we do have quickly go to the next slide.

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Andrew McCulloch: Important thing to remember is, you know, many drivers will try to limp home on

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Andrew McCulloch: On a flat and that you don’t want to do

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Andrew McCulloch: For a number of different reasons. Well, number one, it’s a federal violation of CSA regulations to drive on a flat tire.

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Andrew McCulloch: But more importantly, you want to pull off the road as soon as it’s safely possible.

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Andrew McCulloch: That’s that’s really key. The other thing is, you know, if you have a failure in the tire. Let’s see, on your drive. Position your trailer position where you have a dual tires together and you have a failure on one tire.

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Andrew McCulloch: That vehicle may very well still be able to roll down the road at a lower speed.

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Andrew McCulloch: But you don’t want to do that because ultimately with the failure of one tire in a duel position you’re putting additional load on that one surviving tire.

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Andrew McCulloch: And as you if you recall, we go back to our number one cause of ultimate tire failures.

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Andrew McCulloch: On your inflation and overloading. So once you have a failure on a dual see an outside dual fails, you’re actually overloading the inner

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Andrew McCulloch: Half of that dual tire application. So again that’s another reason that you don’t want to try and continue driving on it.

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Andrew McCulloch: The important thing is to get off the road as soon as safely possible. And that’s what we stress, make sure it’s as soon as it’s safe to do so not just for the driver, but for other drivers and around and others involved on in in the traffic flow that the vehicle is in.

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Andrew McCulloch: So,

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Andrew McCulloch: To that end, there are a number of technologies out there that can actually help us monitor or tires monitor our air pressures.

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Andrew McCulloch: Can help with the inspection process when it comes to inspecting tires looking for issues with them and checking the air pressure as well.

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Andrew McCulloch: And we do have a couple of a couple of individuals with us today, as you mentioned, from Michelin who are we’re a little more involved with those technologies than, than I am myself but

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Andrew McCulloch: They can, they can expand on some of those technologies. Some of them are Michelin specific, others are not.

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Andrew McCulloch: But the important thing is to do the inspection and maintain your air pressure and remember air pressure is critical, based on the load and conditions. You’re driving in so

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Andrew McCulloch: I you know I get many people that asked me many fleets last me well what air pressure should I be running on my trucks. What’s the ideal air pressure for me to run

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Andrew McCulloch: And and that’s an excellent question and the answer is it depends. So the real factor that determines the air pressure that you’re going to run is the load that you’re carrying the maximum load. Wait. Now obviously 80,000 pounds is the max. We can legally carry

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Andrew McCulloch: But each tire and each application has a different air pressure that’s recommended for the load that is carried on. And if you look at air pressure charts for whatever brand of tires that you’re carrying they will generally tell you what air pressure that tire needs to run

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Andrew McCulloch: For instance of drive tire carrying

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Andrew McCulloch: A fully loaded. Typically, if you’re fully loaded. Most of the time that drive tire may recommend an air pressure of saying 105 psi

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Andrew McCulloch: See your tires different again trailer tires also different. So fleets will generally set up an air pressure standard for themselves. Typically, let’s say 105 for the steers 100 for the drives, they will maintain those air pressures as a fleet standard

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Andrew McCulloch: When does it become a concern. Well, ultimately an under inflated tire can be defined as a tire that has lost enough air pressure to the point where it’s only at 80% of the air pressure typically

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Andrew McCulloch: Run by the fleet. So if our drive tires are normally the fleet standard of 100 psi for our drive tires. Once we get down to 80 psi that’s now considered a flat tire and that’s what we want to look for.

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Andrew McCulloch: That’s how we determine is the tire flat. Is it under inflated to the point where it’s going to start causing an issue. So something for fleets to consider.

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Andrew McCulloch: You know what, what’s going to be their standard air pressure for steer tires, for drive tires, for trailer tires, and

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Andrew McCulloch: those are generally again determined by the the load or the weight that the trucks will be carrying their maximum load, their maximum weight, and these can be found in the air pressure guidelines, and tables that are published by all tire manufacturers.

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Andrew McCulloch: You can you can talk to your tire manufacturer rep, you can talk to your engineering reps.

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Andrew McCulloch: internally within the fleet, it’s important to come up with a standardized air pressure for your tires and stick to that and use it as a guideline for determining whether tires are under inflated or whether they’re acceptably inflated.

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Andrew McCulloch: And I hope all this is making sense for everybody.

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Andrew McCulloch: That it’s a lot of it is, it’s just simple risk management maintenance looking after your tires, checking your pressures, being cognizant of road hazards, and issues on the road that can lead to tire failures.

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Andrew McCulloch: It’s really very simple but it’s surprising how often it tends to slip through our fingers so

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Andrew McCulloch: Typically

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Andrew McCulloch: Typically

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Andrew McCulloch: Sorry, go ahead.

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Mark Rhea: Well, I was just going to ask Bryan I know Bryan’s the services and solutions manager, if he

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Mark Rhea: Had any input on here, Charles on some technology innovations or things that are in the works out there.

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Bryan Dingler: I know Mark, I appreciate that. Some of the things, Andrew thank you for going though the details here causing these failures.

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Bryan Dingler: And what he was saying is the inspection.

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Bryan Dingler: Most of the time your inspection is either being done on the trust of, you know, servicing dealer is easy to be done, just, you know, trust factor or it’s done by pen and paper or may

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Be done on your yard.

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Bryan Dingler: And again, it’s only as good as the information that’s good. It gets put in

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Bryan Dingler: And one of the things that Michelin has done over the last several years is really tried to become more of a solutions based company. And part of that is trying to figure out where our fleets end up with, you know, some of the biggest headaches.

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Bryan Dingler: Namely, things like blow outs and roadside events. And so one of the things that we’ve noticed, especially with Michelin’s on call emergency roadside service we started doing some research.

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Bryan Dingler: And realize that, you know, majority of our blow outs or or tire failures were occurring within 50 to 75 miles of the yard.

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Bryan Dingler: To what that tells us is that tire’s flat when it left

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Bryan Dingler: And so when you start going back and trying to follow up. It’s okay. Well, tell me about your maintenance program. Tell me about your air program. Tell me about higher inspections are done. And a lot of times they’ll go back into a filing cabinet and they’ll pull out a list of, you know,

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Bryan Dingler: You know, grease stained inspection papers and

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Bryan Dingler: Being done with, you know, a tire gauge that may have not been calibrated since you know 1987 or we even have some of the old, you know, the old tried and true baseball bats.

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Andrew McCulloch: At do

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Andrew McCulloch: To check air pressures.

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Bryan Dingler: And so what we’ve developed is a digital

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Andrew McCulloch: Inspection platform.

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Bryan Dingler: This offer is actually called Tire Care and we utilize it through.

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Bryan Dingler: Our Michelin dealers are. This is actually something that you guys can do on site at your own facilities, but basically what it does uses in digital tread def gauge,

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Bryan Dingler: A digital air pressure gauge, and a smart device Whether it’s something that you know an iPhone or an iPad or Android either one.

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Bryan Dingler: And you can actually do a full inspection on a tractor and or trailer in less than five minutes and it’s a very accurate and detailed inspection and if it’s something that’s remote. If you have a remote yard. This is something that you’re

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Bryan Dingler: Servicing dealer can provide for you and the reports are automatically generated

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Bryan Dingler: So if you end up

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Bryan Dingler: Inspecting

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Bryan Dingler: Let’s say you have 30 vehicles on the yard.

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Bryan Dingler: This report will actually

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Andrew McCulloch: time

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Those critical

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Bryan Dingler: issues that Andrew was talking about and send that out to the servicing dealer and or to home base so they can be corrected. This information is that is invaluable because one, it helps prevent downtime. It also helps prevent blow outs and the information is actually stored for

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Bryan Dingler: almost indefinitely, but a very extended long period of time. So you actually have track of your, of your inspections.

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Bryan Dingler: In the event that you guys do happen to have an accident because of a blow out, you actually have some records recourse to say here’s our inspection process. And it’s a very, it’s a digital

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Bryan Dingler: Form that goes in actually shows the accuracy. So you actually not going to get blamed for

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Andrew McCulloch: You know,

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Bryan Dingler: malpractices the wrong word, but getting blamed for not inspecting or properly maintaining your vehicles. So this is a very

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Bryan Dingler: Popular offer that we’ve had for several years, but to tie into that Michelin has taken another step forward to try to help mitigate events that have been

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Bryan Dingler: On the road if you’re inspecting Andrew was talking about earlier, you know,

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Bryan Dingler: The majority of these events occur because the tire was in properly maintained before you left.

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Bryan Dingler: Now, there’s a lot of this can actually happen on the road you pick up a nail, you end up having a valve cap or valve steam that is start to leak and there’s a lot of technology and Micheline has

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Andrew McCulloch: Started to develop

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Bryan Dingler: That will help alert the driver and the shop for home base wherever you guys are located.

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Bryan Dingler: Before the blow out actually

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Andrew McCulloch: Occurs.

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Bryan Dingler: I was going to let Charles kind of speak to this because

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Bryan Dingler: This is some of the newer technology that we put out and Charles that are connected mobility team and give us a little bit more information about how those work.

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Charles Whatley: Yep. Can everybody hear me okay

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Mark Rhea: Yes, sir.

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Charles Whatley: Okay, great.

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Charles Whatley: Yeah. And then, and then cut me off if I

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talk too much.

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Charles Whatley: You know, as you said, Nothing can beat a good inspection and I love to use this, the simple example because there’s some things you know you are going to hit something on the road and depending on which segment. You’re in.

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Andrew McCulloch: That

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Charles Whatley: can’t be stopped. You’re going to hit that object in the road or you’re going to be on the case of your refuge or

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Charles Whatley: You’re going to the dump the landfill and you’re

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Charles Whatley: You know, being exposed to rhubarb and

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Charles Whatley: Chunks of bricks and things

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Charles Whatley: So there is with every segment. There’s a

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Charles Whatley: Different. Different percentage of how often is there something that’s unavoidable.

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Charles Whatley: That still runs in the two to 3% range. The rest of them can be avoided with proper tire care and real simple little example if we got there measure your tires right now and take a measurement and come back a year later and measure again there. The odds are, there’s something wrong.

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Charles Whatley: If we do that in six months, we just doubled our chance of catching an error. We did that once a quarter we just doubled it again. It says, as we found the

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Charles Whatley: The average time between inspections, a shorter, you get that the better your chances are the tires can be fine. If we go out there, measure your tires right now.

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Charles Whatley: Come in here. Have a sip of coffee, go back out, measure them again, chances are they’re going to be right where they were.

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Charles Whatley: And that’s what we want to say, the more you inspect the more you increase your chances of having that tire correctly inflated and catching any instances.

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Charles Whatley: So inspections manual inspections are great, especially if they’re done by a trained professional with good digital tools, but the reaches a point where we’re doing them once quarter, we’re doing once a month we’re doing once a week.

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Andrew McCulloch: Once a day, twice a day that starts to get

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Charles Whatley: Very expensive and maybe not even possible to have someone doing manually. So we have technology we have a sensor and

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Charles Whatley: There’s two types of sensors. The sensor that can go inside the tire, which is the one we really like, you know, we’re a bunch of scientists and engineers.

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Charles Whatley: And when we stick that sensor inside the tire. We’re actually capturing the temperature inside that tire. So we are allowed to adjust the temperature, the pressure reading

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Charles Whatley: To a normalized reading with the temperature. What that allows me to do is, even though you get a little extra load on here are your tires got hot because you’ve been driving all day. I can still look at that temperature adjusted to the normalized pressure

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Charles Whatley: And I can tell you if you’re losing air.

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Charles Whatley: Over any period of time, so we’re able to catch with the internal sensor we’re reading

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Charles Whatley: That thing every two minutes.

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Charles Whatley: And we are adjusting for temperature and we can detect a leak long before you’d ever see it, especially the slow leaks and

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Charles Whatley: With the technology we actually put a display in the cabs so you know you notify the driver. If, as soon as it starts to see that before it hits any you know 10% down 15% down 20% down we tell the driver that

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Charles Whatley: You’re losing air in this tire.

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Charles Whatley: And allows them to take a preventative action with when they do get down to 10% off and we can start sending notices off to

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Charles Whatley: Text messages.

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Charles Whatley: Emails and such.

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Andrew McCulloch: There are so

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Charles Whatley: You know that the cream of the crop is sensor inside the tire.

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Andrew McCulloch: Display

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Charles Whatley: In the cab, and we actually have a

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Charles Whatley: SIM card in your truck.

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Charles Whatley: Which is constantly sending data to the cloud. And we’re keeping up all the data.

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Charles Whatley: Um, you know, you can you can back off that a little bit. And we have sensing stations which measure your tires. Every time we go by the sensors are in the tires.

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Charles Whatley: Every time you come home every time you fill up at that the gas pumps. We put sensing stations in. And so now we’re looking at measuring your, your tires, you know, a couple times of the day.

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Andrew McCulloch: So there’s, there’s the

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Charles Whatley: Technology and technology is getting better and better. These are battery operated they run three to five years. And so that the technology is there and we’re seeing some very, very positive results from the the fleets that are running these

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Charles Whatley: And

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Mark Rhea: That’s, uh, that’s, that’s something you know the the

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Andrew McCulloch: The

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Mark Rhea: The reality is when it’s

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Mark Rhea: 110 degrees, it’s pretty easy to talk yourself out of going out and manually checking tire pressures, so this this tip center is certainly some

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Mark Rhea: breakthrough technology. We’re going to have to keep rolling here. I don’t. I know we’ve got a lot of people that have some heartbreaks can go the next slide please.

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Mark Rhea: Okay, we do, I would like to make sure

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Mark Rhea: That that we are offering it free demonstration. A 30 minute demonstration for our online platform that can

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Mark Rhea: Assign these top of videos to your drivers to prepare them for the summer to make sure they understand what is the reaction the proper reaction in the event of a rapid air loss.

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Mark Rhea: As well as just familiarize themselves and make them aware of the the reality of, you know, air loss problems and how to prevent those from experts that we’ve had on this panel from the Michelin company. So, next slide please.

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Mark Rhea: Here’s my contact

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Mark Rhea: Andy McCullough, and Brian, we weren’t able to get Charles in there. I’m sure that that if they’re interested in some of that information that you offered, they can actually there’s a next slide is the poll question, if I’m not mistaken. Next slide.

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Mark Rhea: Yeah.

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Mark Rhea: If you’d like information about the Infinit-I Workforce Solutions.

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Andrew McCulloch: Just,

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Mark Rhea: Plop in

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Mark Rhea: A Yes. And we will contact you on the free demo offer if you’d like.

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Mark Rhea: A representative for Michelin to

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Mark Rhea: Contact you on some of the problems.

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Mark Rhea: You’re experiencing in the field.

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Mark Rhea: Some of the technology that’s out there.

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Mark Rhea: Are just some good old fashioned advice on how to improve the bottom line for both direct and indirect costs. Just, click the yes and a representative from Michelin will contact you accordingly.

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Mark Rhea: So again, the first question is, if you want to participate in the free demo for Infinit-I Workforce, which of course we have 1500 clients we do over 350,000 assignments per month. And if you want to include some some specifics on air.

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Mark Rhea: Lost

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Mark Rhea: Problems and rapid air loss.

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Mark Rhea: Hit the rest will follow up with that.

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Mark Rhea: We do have a couple of questions on out of time. Let me see if there’s a question or two. Is there a recommended

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Mark Rhea: maintenance schedule for checking air pressure in tires. Charles you you answered that, which is

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Mark Rhea: If you do it once a year, you’re going to have problems and you exponentially improve that by the frequency that you actually do a manual or a remote or use of the technology is that correct

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Charles Whatley: Absolutely very well stated

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Mark Rhea: It, we are out of time. I don’t want to impact anything else we’ve got some great questions. One of the comments was after regaining control on a steer tire blow out

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Mark Rhea: I use the trailer trolley valve to decrease my speed doing this. I did not damage the wheel or real and maintain control and stop safely. What are your thoughts.

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Mark Rhea: Any

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You could

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Andrew McCulloch: You could certainly you can certainly do that. But

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Andrew McCulloch: The real recommendation is to try and maintain your steering control and

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Andrew McCulloch: And slow the vehicle down gradually once you regain control in order to pull off the road at a safe location.

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Andrew McCulloch: So, and each circumstance is different, you know, tire failures occur for different reasons a occur on different wheel positions.

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Andrew McCulloch: And what maybe works in one wheel position failure may not be as effective in another, but the steps that we laid out are universal, that, will allow you to regain control of the vehicle, regardless of which we’ll position.

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Andrew McCulloch: Suffers of a rapid air loss in the tire, so that’s that’s important thing to keep in mind. Those are generally universal steps that regardless of conditions or

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Andrew McCulloch: Application or wheel position that’s failed will be effective and regaining control the vehicle and allow you to pull over and stop.

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Mark Rhea: Fantastic apologize for the questions that we weren’t able to get to about five minutes six minutes beyond. So we’re going to have to shut it off again. If you’d like some information or our want to talk about

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Mark Rhea: Some of yours.

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Mark Rhea: Speed how to speed impact.

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Mark Rhea: Your tire program hit yes or somebody permission and will contact you.

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Mark Rhea: If you’d like to take us up on Jays

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Mark Rhea: Offer for the for the free demonstration on Infinit-I online training to get this information out to the field for your drivers to avoid that rapid air loss that can transfer into a rapid vehicle loss of control, which we obviously

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Mark Rhea: Got to stay away from. So I’m going to shut her down and wish everybody a happy journey. Thank you for all the people that participated

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Mark Rhea: And we’ll talk to you on break check later this month.

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Mark Rhea: We’ve got

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Mark Rhea: the CVSA promotion

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Mark Rhea: on safety on breaks coming up later this month. So thank you very much. And we’ll talk to you next time. Thank you very much.