Today's Tire Industry - Winter 2018

TODAY’S

Industry

WINTER 2018/ VOL16/ ISSUE 1

A PUBLICATION OF THE TIRE INDUSTRY ASSOCIATION

A D I R O L F NETWORKING EDUCATIONAL SESSIONS LEISURE ACTIVITIES

COMMERCIAL TIRE SERVICE

A MEND YOU CAN’T BEND TIRE RETAILING

WINTER TIRES TIRE RETREADING & REPAIR

OTR SECTION REPAIR

www.TireIndustry.org

TABLE OF CONTENTS 2 4 6 10 13 14 23 36

From the Desk of Roy Littlefield: Recognizing an Industry Icon at the OTR Conference Reviewing the 2017 Legislative Year and Looking ahead to the Challenges of 2018 OTR Conference is Back in Florida Global Tire Expo Recap Don’t Let Your Business Go Up in Smoke Harrassment in the Workplace Tax Reform Resolution Approved Advertiser’s Index

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TIRE RETAILING 17 20

Tired of Getting Caught With Your Pants Down When It Comes to Hiring?

You Don’t Need Snow for Winter Tires

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COMMERCIAL TIRE SERVICE

24 27

A Bend You Can’t Mend What’s Your Opinion?

TIRE RETREADING & REPAIR 29 32 34 35

My First Look at OTR Section Repair The Return of the Tire Retreading/Repair Journal Tire Clinic What Caused This?

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PRESIDENT David Martin

EDITOR Kevin Rohlwing krohlwing@tireindustry.org

VICE PRESIDENT John Evankovich

MANAGING EDITOR LeAnn Harley lharley@tireindustry.org

SECRETARY Brian Rigney

SENIOR TECHNICAL CONSULTANT Marvin Bozarth mbozarth@tireindustry.org

TREASURER Mike Wolfe PAST PRESIDENT Tom Formanek EXECUTIVE VICE PRESIDENT Dr. Roy Littlefield rlittlefield@tireindustry.org

®

CONTRIBUTING WRITERS Chris “Chubby” Frederick Joesph Heath Roy Littlefield IV GRAPHIC DESIGNER Laurie McDonald ADVERTISING SALES LaKisha Pindell lpindell@tireindustry.org

TODAY’S TIRE INDUSTRY (USPS # 022-391) (ISSN 15524787) is published quarterly by the Tire Industry Association, 1532 Pointer Ridge Place, Suite G, Bowie, MD 20716-1883, 301-430-7280. Periodicals Postage Paid at Bowie, MD and at additional mailing offices.

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SUBSCRIBERS: Send address changes to: Today’s Tire Industry, 1532 Pointer Ridge Place, Suite G, Bowie, MD 20716-1883 or publication@tireindustry.org.

29 GET SOCIAL WITH TIA

www.tireindustry.org 1532 Pointer Ridge Place, Suite G, Bowie, MD 20716-1883 800.876.8372 or 301.430.7280 Today’s Tire Industry is printed on American-made New Page Anthem, which is certified to the Sustainable Forestry Initiative requirements.

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A TIRE INDUSTRY ASSOCIATION PUBLICATION © 2018

TODAY’S TIRE INDUSTRY | WINTER 2018

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RECOGNIZING AN INDUSTRY ICON AT THE OTR CONFERENCE

BY ROY LITTLEFIELD

TIA EXECUTIVE VICE PRESIDENT

...THE 2018 OTR CONFERENCE WILL BE THE OPPORTUNITY TO RECOGNIZE AND HONOR MARVIN, WHO WILL BE RETIRING FROM TIA AFTER THE CONFERENCE.

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AS TIA APPROACHES its 100th anniversary in 2020, I reflect with great pride so many of the associations events, traditions, and leaders.

And truly one of the great traditions and events of TIA is the annual Off the Road Conference.

OTR truly brings together the leaders in the OTR market: manufacturers, distributors, retailers, retreaders, and recyclers.

The sessions are timely and the speakers are experts in their fields. The 2018 conference will take place at the Sawgrass Marriott Golf Resort and Spa, at Ponte Vedra Beach, Florida.

Session topics include: • President Donald Trump: Year II • Industry Solutions and innovations for a sustainable future in OTE recycling • Certified earthmover tire service • The future of OTR retreading • Wheel certification program to ensure that wheels are certified for safety • A tire manufacturer panel • Challenging economy strategies • A construction equipment perspective with America’s aging infrastructure • A manufacturer keynote address • The United States Industry Forecast In periodic surveys conducted by the American Society of Association Executives, members of a national trade association continually rate Association conventions and conferences as the number one membership benefit. Conferences afford members to meet with their suppliers, to meet with other suppliers, and to network with other members.

The OTR Conference scores well in these categories! Attendees know each other. They mingle in the session breakouts, at the table top displays, on the golf course, and on the St. Augustine historical tour, deep sea fishing, paint party, and in Association gatherings.

TODAY’S TIRE INDUSTRY | WINTER 2018

MARVIN BOZARTH Certainly, a highlight of the 2018 OTR Conference will be the opportunity to recognize and honor Marvin, who will be retiring from TIA after the conference.

I have known Marvin since 1979. I have had the privilege of working with him since 1990.

I remember when Marvin came to work for the International Tire and Rubber Association (ITRA) as Technical Director and then, very quickly, was promoted to Executive Director.

Following his service with the U.S. Army Infantry and Armour, Marvin began an extended and highly successful career in the tire industry.

Marvin’s career in the tire industry included:

1958-1965 Missouri Farmers Association Oil Company, Columbia, Missouri Plant Manager retreading passenger, truck, farm and off-the-road tires.

1965-1970 Community Tire Company, St Louis, Missouri General Manager, Retread Division, retreading passenger, truck and off-the road tires.

1970-1990 Purcell Tire Company, Potosi, Missouri Plant Manager for the first five years. Vice President of Manufacturing for fifteen years. Responsible for six retread plants, two of which produced earthmover retreads.

1990-2002 International Tire & Rubber Association (ITRA), formerly the American Retreaders Association, Louisville, Kentucky.

Technical Director with responsibilities that included overseeing the design and construction of the state-of-the-art ITRA Headquarters & Training Center.

Promoted to the Executive Director

FROM THE DESK OF ROY LITTLEFIELD

position in 1991. Accountable for ITRA activities worldwide. In 2002, resigned Executive Director position to become Senior Technical Consultant.

2002-Present Bozarth Tire Industry Consultants LLC, Louisville, Kentucky.

CAREER ACTIVITIES • Tire Sales and Service — Experienced in sales and service for all types of tires, including passenger, truck, farm and earthmover.

• Retread Product Sales and Service — Developed custom designed machinery and molds for retreading truck and earthmover tires.

• Tire Machinery and Mold Design for Retreading — Installed and managed several large truck and earthmover retread plants.

• Tire Service, Retreading and Sales Personnel Training and Supervision — Installed and maintained single-phase and 3-phase electrical systems as well as various steam and air systems.

• Tire Delivery Truck Fleet Management • Electrical, Steam and Air System Knowledge • Retread Facility Fire and Explosion Investigation • Retread Industry Equipment Installation • Tire Industry Training Program Development and Implementation (programs conducted in the United States, Mexico, Canada, Japan, Brazil, Russia, Trinidad and Romania) — These programs covered subjects from association management to tire analysis, and nearly all other issues in the tire industry.

• U.S. Government Agency Tire Training Program Development and Implementation — Developed a tire service and maintenance training program for the Department of Defense on tactical Military tires.

• Products Liability Court Cases Expert Witness — Provide testimony on cases involving all types of tire and wheel systems.

• Editor, The Tire Retreading/Repair Journal and Industry Update Publications — Wrote in-depth articles on tire sales, service, manufacturing and industry trends for nine years.

INDUSTRY INVOLVEMENT • American Society for Testing and Materials F9 Committee • Member, Society of Automotive Engineers • Off-the-Road Tire & Rim Committee • Member, Society Automotive Engineers • J2014 Committee for Tactical Military Tires • Board Member, Tire Retread Information Bureau • Past Chairman, Retread Industry Government Advisory Council • Past Member, ITRA Advisory Council • Past Executive Director of the International Tire & Rubber Association, formerly the American Retreaders Association Awards are never adequate to thank someone like Marvin for all that he has given to the tire industry, but in 1991 Marvin was the recipient of the ITRA Industry Recognition Award; and in 2003 he was inducted into the Tire Industry Hall of Fame.

A great family man, Marvin and his beautiful wife Donna have 3 children and a grandchild.

Marvin Bozarth is at the same time, one of the most intelligent people I have ever met. And I think everyone would agree that nobody knows the tire and retread industries like Marvin.

I have learned so much about the industry and life from Marvin. He has always been a respected and great industry leader, and he is one of the hardest and most conscientious people I have ever met.

I am a better person because of Marvin Bozarth. TIA is a better association because of Marvin Bozarth. The retread industry is more progressive, more sophisticated, and better received because of Marvin Bozarth.

There is not a better place to recognize this industry icon than at the 2018 OTR Conference where he will be with many of his closest industry friends. Congratulations Marvin, and God speed. TTI

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Marvin Bozarth

...I THINK EVERYONE WOULD AGREE THAT NOBODY KNOWS THE TIRE AND RETREAD INDUSTRIES LIKE MARVIN.

TODAY’S TIRE INDUSTRY | WINTER 2018

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REVIEWING THE 2017 LEGISLATIVE YEAR AND LOOKING AHEAD TO THE CHALLENGES OF 2018

BY ROY LITTLEFIELD IV

TIA DIRECTOR OF GOVERNMENT AFFAIRS

2017 PROVED TO BE AN INTERESTING year in Washington. TIA spent much of the year lobbying on estate tax reform, individual tax reform, business tax reform, Obamacare repeal, infrastructure funding, and marketplace fairness in addition to others.

We expect 2018 to pose several legislative challenges and we will need full grassroots efforts from TIA members.

We have stayed busy attending

in the wings. We later attended a White House briefing session on transportation funding. In addition, TIA met with U.S. Congressman Lou Barletta (R-PA), Congressman Blake Farenthold (TX-27-R) and Senator Sheldon Whitehouse (RI-D) to discuss legislative options to finance President Trump’s major infrastructure initiative. We also spoke with Jack Gerard, API President and CEO, who spoke about America’s energy independence and the prospects moving forward.

Saving LIFO will remain a priority in 2018 for TIA. If an infrastructure proposal worth $1 trillion is proposed, funding for such a program will require funds from a variety of places. This would put repealing LIFO at risk, given that doing so would raise $80-105 billion on a one time hit. We remain active in the Save LIFO coalition and will continue to raise the importance of keeping the LIFO accounting system alive.

TIA will continue to lobby on the Marketplace Fairness Act so that local family owned businesses in the tire industry can compete fairly with large online corporations. Both bills (House and Senate versions) take different approaches to ending unfair competition caused by this loophole, which puts brick-and-mortar retailers at a price disadvantage to remote sellers. This has been an important piece of legislation for TIA members and we will continue lobbying efforts to gain support on these bills. We are disappointed that some members of Congress see this legislation as a tax increase when in reality, the legislation is needed to help community businesses compete.

TIA continues to take part in ongoing efforts to form a White House Conference

2 17 WE EXPECT 2018 TO POSE SEVERAL LEGISLATIVE CHALLENGES AND WE WILL NEED FULL GRASSROOTS EFFORTS FROM TIA MEMBERS.

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fundraisers, lobbying on Capitol Hill, participating in Coalition meetings, conference calls, and meeting with regulatory officials. We expect these activities to increase over the next year.

In his first year in office, the President had limited success working with Congress to pass substantial legislation and has thus throughout the year used executive orders to address Obamacare, cutting regulations, boosting energy exploration, and adopting a far more aggressive trade-enforcement posture.

Given the political landscape, we are planning for more legislative action to occur in 2018.

As we continue to anticipate the possibility of a massive infrastructure bill being moved in 2018, TIA met with Alan Pisarski who served as a transportation and funding advisor on the Trump transition team. Pisarski lead a discussion on funding and finance in our new world, with reauthorization behind us for a change, and a trillion dollar program of infrastructure

TODAY’S TIRE INDUSTRY | WINTER 2018

GOVERNMENT AFFAIRS UPDATE

on Small Business (WHCSB) under the Trump Administration. Recently, we wrote to the President respectfully requesting that he sign an Executive Order authorizing the next White House Conference on Small Business. The White House Conference on Small Business (WHCSB) has not taken place in over two decades. That is far too long to go without giving voice and a forum to America’s small businesses which account for 99 percent of U.S. private sector employers and 64 percent of net new private sector jobs. We have taken part in several conference calls focused on the formation of the WHCSB. TIA regularly attends the monthly Small Business Labor Safety (OSHA/MSHA) roundtable meetings. We recently learned that only 25% of OSHA inspections are in full compliance, so make sure your location is up to code. Under the Trump administration we will see very few new regulations and thus far into his presidency Trump has repealed over 500 burdensome regulations. This included the rolling back of recently passed regulations including the new recordkeeping regulation that TIA opposed. We will continue to stay active on the regulatory front in 2018.

We continue to help SEMA on their bill, H.R. 350, the Recognizing the Protection of Motorsports Act of 2017 (RPM Act). TIA and SEMA have worked closely on this bill. The RPM Act is cosponsored by 118 members of the U.S. House of Representatives. The bill ensures that transforming motor vehicles into racecars used exclusively in competition does not violate the Clean Air Act. We hope to pass this bill in 2018. We are pleased to report that the U.S. House Energy & Commerce Committee passed the RPM Act without amendment in December by a margin of 33-20, with affirmative votes from all of the committee Republicans and three Democrats: Schrader (OR), Loebsack (IA), and Ruiz (CA). A number of Democrats (Ruiz, Dingell, Cárdenas, Green and Peters) have expressed a desire to support the bill. They contend no one opposes the conversion of motor vehicles into racing vehicles or the marketing of racing parts, noting that they are simply looking to ensure that the EPA will be able

to enforce against tampering (installation of racing parts on street vehicles).

Republican/Democrat committee staff have engaged in discussions on ways to amend the bill in order to address enforcement concerns but no language has been agreed to. We will keep you informed as things move forward along these lines.

TIA has remained committed to state legislation and our monthly state newsletter is currently tracking over 250 state bills. In 2017, we submitted testimony on bills in Connecticut, Vermont, Arizona, Ohio, Alaska, Florida, Texas, California, and Maryland. Throughout the year we also traveled to several state shows around the country to discuss these government affairs efforts with members and bills impacting their states.

Recently, TIA met with USTMA to discuss state legislation. USTMA was able to pass their unsafe tire legislation in New Jersey which will take effect on July 1, 2018 but failed in other states including New York, Ohio, Florida, and Texas. They will

WE EXPECT 2018 TO POSE SEVERAL LEGISLATIVE CHALLENGES AND WE WILL NEED FULL GRASSROOTS EFFORTS FROM TIA MEMBERS.

2 18 look to re-introduce legislation in California and Indiana in 2018. We will work with USTMA to ensure these bills make sense for our dealers. We have tried to remain transparent with USTMA on state legislation and we have looked for ways to work together.

In 2018, we expect potentially hundreds of bills around the country to be introduced on state and local levels that will impact the tire industry. TIA will look to prioritize those bills more urgent to members and submit testimony where needed. We will also visit will state groups throughout the year to combine legislative efforts. We ask that you let us know when there is a bill in your state you want us to get involved with.

Please stay informed of our government affairs efforts throughout the year in our weekly federal legislative update, monthly state newsletter, and quarterly PAC newsletter. Please send me an email if you need to be added to the list: rlittlefield2@tireindustry.org. TTI

TODAY’S TIRE INDUSTRY | WINTER 2018

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THE OTR CONFERENCE IS BACK IN

A D I R O FL

BY KEVIN ROHLWING

EDITOR AND TIA SENIOR VICE PRESIDENT OF TRAINING

The OTR Conference is the perfect combination of education, networking, and leisure.

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SELECTING A LOCATION for the annual Off-the-Road (OTR) Tire Conference is not an easy task. As the event has grown over the past decade, we are in a position where the smaller resorts are too small and we would get lost at the mega-resorts. Then there’s the question of location. Ideally, we alternate from east coast to west coast but the last few years have been in western locations. As luck would have it, we found the perfect property on the east coast so the OTR Conference will be back in Florida.

On February 21-24, 2018, the 63rd OTR Conference will be held at the Sawgrass Marriott Golf Resort and Spa in Ponte Vedra Beach, Florida. Ponte Vedra Beach is just outside Jacksonville so it is easily accessible from most places in the United States, Canada and overseas. The property itself is a combination of the main hotel where all of the events will take place and surrounding villas with additional space that are just a short walk across the resort. With everything in close proximity to the meeting rooms and social functions, the Sawgrass Marriott will be an excellent venue.

The OTR Conference is the perfect combination of education, networking, and leisure. First and foremost, it’s all about the information that is shared during the General Sessions. Wednesday is highlighted by a government affairs update on the Trump Presidency from TIA Executive Vice President Dr. Roy Littlefield as well as presentations on OTR tire recycling and TIA’s new Earthmover Tire Service (ETS) Certification program. Thursday features a

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farewell address from TIA’s senior technical consultant and industry legend Marvin Bozarth, the annual OTR industry forecast, a session on wheel/rim certification and the always informative tire manufacturers panel.

For the past few years, we’ve stacked the Friday line-up with some great speakers and this year is no exception. Tom Shay with Profits Plus Solutions, Inc. leads off with a session on strategies to win in a challenging economy. Tom is a nationally known small business expert who has authored 11 books, a college text book and articles for more than 70 trade magazines.

Only 8% of the speakers worldwide have earned the Certified Speaking Professional distinction and Tom is one of those chosen few. His presentation will be a great start to a jam-packed program.

Our next speaker on Friday morning is Brian P. McGuire, the President and CEO of the Associated Equipment Distributors (AED). AED is an international trade association that represents the companies responsible for the distribution, rental and support of heavy duty equipment used in construction, mining, forestry and other industrial markets. The average distributor member has more than $111 million in annual sales, 280 employees and 8 branch locations. These are some of the largest heavy equipment dealers in North America and AED is the association that represents them. Brian is going to discuss a construction equipment perspective on America’s aging infrastructure and how the current climate in Washington is affecting

FEBRUARY 21-24, 2018 • SAWGRASS MARRIOTT GOLF RESORT AND SPA • PONTE VEDRA BEACH, FLORIDA

his members (who are our customers).

The Manufacturer Keynote is always a highlight of the OTR Conference and this year we are excited to welcome BKT to the rotation. Connectivity is expanding into every market and industry, so the OTR tire business is no exception. With that connectivity comes the potential for a tremendous amount of information that can be used in a number of ways. Chris Rhodes with BKT is going to address how increased connectivity is driving the OTR tire industry into the “Big Data” evolution that changes the way that tires are purchased, maintained, repaired, retreaded and eventually recycled.

It’s a unique perspective on the market that is sure to spark some conversation on the future of the business.

For the past few years, we’ve ended the educational component of the general sessions on Friday with the motivational speaker. One of the first things that we look for is a good story that is based on someone overcoming obstacles or challenges. In 1976, a 30-year-old high school teacher, coach and part-time bartender in Philadelphia, PA decided to fulfill his dream and participate in the unprecedented public tryout for his beloved Philadelphia Eagles. Vince Papale never played a down of college football so he was a longshot at best. He made the team and was eventually voted Special Teams Captain by his teammates. His story was so inspirational that Walt Disney Pictures decided to make the movie Invincible, a feature film about his journey starring Mark Wahlberg as Vince Papale.

You don’t have to be a football fan to appreciate how much Vince Papale meant to his friends, family and the city of Philadelphia. His story is about having a dream and overcoming the odds to make it come true. We are thrilled to have him as our motivational speaker.

The second key component of every OTR Conference is networking. The Wednesday evening Kick-Off Gathering, sponsored by Continental Tire the Americas is a chance for attendees and sponsors to get together for some drinks and light food with tabletop displays. It’s the “one-stop-shopping” mall for the OTR

tire industry and there will be every imaginable product and service represented.

With a party atmosphere and the top suppliers and manufacturers in attendance, it’s a must-attend networking event for every attendee. Thursday evening features a Welcome Reception with more drinks and light food in a more casual and intimate environment. It’s the perfect end to a full day of educational sessions and leisure activities. After the motivational speaker on Friday, sponsored by BKT USA, Inc., attendees get another shot at the table-top displays with the Networking Lunch, sponsored by Triangle Tire USA. On Friday evening, the Farewell Dinner is a full buffet with entertainment to wrap-up the week in a more formal setting.

Finally, I have to say a few words about the Sawgrass Marriott. Besides the world famous TPC at Sawgrass and legendary 17th island green, the resort itself is perfect for the OTR Conference. The main hotel is an atrium with lots of light and all of the educational sessions are just a short elevator ride and walk away. There are also villas on the property that offer additional space for families or companies that need a little more than a traditional hotel room can offer. A key component for every OTR Conference is a good bar where attendees can get together for networking and socializing. Alice & Pete’s Pub was made for this event with indoor and outdoor space as well as a miniature replica of the 17th island green where lots of late-night shenanigans and wagering are sure to take place. It’s a beautiful property with close proximity to shopping, restaurants and everything else our attendees could possibly need.

The 63rd annual OTR Conference will definitely continue the tradition of timely educational sessions, ample networking opportunities, and a host of social functions and leisure activities to make it the perfect blend of business and pleasure.

All of the ingredients for a great week are in place. If you are involved with the OTR tire industry in any way, you need to be at the Sawgrass Marriott Golf Resort and Spa on February 21-24, 2018 in Ponte Vedra Beach, Florida. We hope to see you there!

VINCE PAPALE OTR Conference Motivational Speaker It was 1976 when this 30 year old, a teacher and coach at his HS Alma mater, part-time bartender and die hard Eagles fan decided to act on a whim and a dare and entered the unprecedented public tryouts for his beloved Eagles.

He figured he had nothing to lose.

Papale, a ten year season ticket holder and former track star who did not play a down of college football, not only paid the price and made the cut . . . he made history!

It was a time when Philadelphia fans were buried in 11 years of defeat, they were in need of a champion from their ranks and Vince answered the call.

Instantly electrifying the fans and eventually winning over skeptical teammates with his gritty play, Papale helped the Eagles rediscover their winning ways.

From being voted Special Teams Captain by his teammates to earning Eagles “man of the Year’ in 1978 for his numerous charitable activities Papale was an NFL sensation.

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2018 OFF-THE-ROAD TIRE CONFERENCE SESSION LINEUP WEDNESDAY President Donald Trump: Year II A full year now into the Trump Presidency, let’s pause for a few moments and consider: “how is the tire industry doing?”

How have the many facets of our industry fared with Federal legislation addressing tax reform, infrastructure investment, and online sales tax fairness? Has regulatory activism been noticeably reduced; and what has progressed with industry – specific regulatory initiatives concerning tire registration and recall (NHTSA), overtime rule changes to the Fair Labor Standards Act, (OSHA), and tariff deliberations and rulings by the International Trade Commission. We will examine what voters, regardless of party affiliation or political learning, argue could be considered the most exciting, most unpredictable, most challenging, most spectacular year in modern American politics, and consider: “what happens next?”

OTR Tire Recycling: Industry solutions and innovations for a sustainable future This session will provide a market update that identifies continued OTR recycling initiatives in the U.S. and the international community. Success stories demonstrating the capturing and processing of OTR tires leading to the recovery of valuable raw materials will be provided by TIA’s environmental expert. In addition, Debra Hamlin, Bridgestone’s Environmental Manager, will address innovation within the Bridgestone Enterprise that will provide products and services leading to exciting products for a more sustainable future.

Certified Earthmover Tire Service Last year, TIA launched the Certified Earthmover Tire Service (ETS) Program and started creating the next level of OTR tire and wheel service technicians. This panel discussion will provide a report on the instructor and technician classes that were completed while providing attendees with valuable insight into what students can expect from the Certified ETS Program.

THURSDAY Looking Forward to the Next 50 Years of OTR Retreading Marvin Bozarth has been in the retread business for more than 50 years. He will reflect on how far the OTR retreading industry has come and what needs to happen for it to successful for another 50 years.

U.S. OTR Industry Forecast There are a number of economic factors that help determine market conditions in the OTR tire industry. This presentation will look at different forecasts and projections to predict the business climate for earthmover and construction tires in 2018.

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Wheel Recertification Programs – Making Sure Wheels are Certified for Safety Every earthmover and construction tire needs a wheel and the condition of the rim components will have a direct impact on the safety of the technician and the operator. This session will raise awareness for wheel safety in the workplace by analyzing common wheel/rim failures in service and accidents that have caused serious and fatal injuries to service personnel. It will also look at how wheel recertification programs can have a positive impact on tire wear as well as the operating costs of OTR vehicles and machines.

Tire Manufacturers Panel Leading OTR tire manufacturers participate in a panel discussion on new products, sizes, programs and market outlooks for the earthmover and construction tire industries.

FRIDAY Strategies to Win in a Challenging Economy While the great recession has passed almost 10 years ago, rarely do we hear someone state that business is better than ever and they are making more profit than before. Instead, there seems to be a “cloud of challenge” constantly hanging over any business related to construction, mining, oil, retail and other industries that depend on the fickle wants and needs of the eventual customer – the consumer. This presentation will address several points that we should all carefully look at in our business. It begins, oddly, at suggesting we need to stop watching, reading and listening to the daily media. We will discuss how we look at our employees, connect with our customers, and challenge us to examine our instinct, luck, counter thinking and “gut feeling” about making decisions.

America’s Aging Infrastructure – A Construction Equipment Perspective The sales, distribution, rental and support of construction and mining machines depends on a network of heavy equipment dealers represented by the Associated Equipment Dealers (AED). With distributor members averaging revenue of more than $111 million annually, 280 employees and 8 branch locations, they are a large part of the industry that links the manufacturers to the end users. Brian McGuire, the President & CEO of AED, will provide a construction equipment perspective on why it has been neglected and what needs to be done in order to restore our infrastructure. Brian will also address the outlook for the heavy equipment industry in addition the challenges faced by AED member companies.

Manufacturer Keynote Chris Rhodes, Senior Project Manager Technology Solutions, BKT

Motivational Speaker Vince Papale (Schedule subject to change)

TENTATIVE SCHEDULE WEDNESDAY, FEBRUARY 21

FRIDAY, FEBRUARY 23

12:00 p.m. - 8:00 p.m.

2:00 p.m. - 5:00 p.m.

5:00 p.m. - 8:00 p.m.

7:00 a.m. - 8:30 a.m.

8:30 a.m. - 12:00 p.m.

12:00 p.m. - 2:00 p.m.

Conference Registration General Session Kick-Off Gathering—Featuring Supplier Sponsored Tabletop Displays

THURSDAY, FEBRUARY 22 8:00 a.m. - 11:00 a.m.

12:00 p.m. - 6:00 p.m.

Breakfast & Conference Registration General Session Golf Tournament & Happy Hour

11:30 a.m. - 5:00 p.m.

11:30 a.m. - 6:15 p.m.

1:00 p.m. - 4:00 p.m.

Leisure Programs: St. Augustine Historical Tour Deep Sea Fishing (WAITLIST ONLY) Paint Party

7:30 p.m. - 9:00 p.m.

Mix & Mingle Reception

6:30 a.m. - 8:00 a.m.

(WAITLIST ONLY)

Breakfast General Session Networking Social—Featuring Supplier Sponsored Tabletop Displays

2:30 p.m. - 5:30 p.m.

7:00 p.m. - 7:30 p.m.

7:30 p.m. - 10:00 p.m.

Consecutive Breakout Sessions Cocktail Reception Friday Night Finale

SATURDAY, FEBRUARY 24 7:30 a.m. - 9:30 a.m.

Farewell Breakfast

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OTR CONFERENCE SPONSORS (AS OF DECEMBER 18, 2017)

31 Incorporated Accella Tire Fill Systems AirBoss Rubber Compounding Alliance Tire Americas, Inc. Altus Global Trade Solutions AME International, LLC B&J Rocket America Inc. BKT USA, Inc. BR Retreading, Inc. Bridgestone Carpenter Co. Central Marketing, Inc. Community Tire Retreading Continental Tire the Americas Doran Manufacturing Elgi Rubber Exactra, Inc. Federated Insurance Companies Fuller Brothers, Inc.

GMI Wheels and Rims H&H Industries Haltec Corporation HotRod Processing International Tire Repair Solutions Inc. Kal Tire Kirkhill Manufacturing Company KLINGE Tyre Management Systems Maxam Tire Modern Tire Dealer Mohawk Rubber Sales, Inc. Monaflex MULTI SEAL Myers Tire Supply and Patch Rubber Company Nokian Tyres OTR Wheel Engineering Pewag Chain Inc. Polar Rubber Products Inc.

Purcell Tire & Rubber Co. Rema Tip Top/North America, Inc. RDH Tire & Retread Co. RIMEX Supply, Ltd. Rubber Inc. Shrader RetreadingA Division of Craft Tire Inc. Stellar Industries TCF Equipment Finance Tech International Tesco-Italmatic LLC Tire Business Tire Review Trelleborg Wheel Systems Americas, Inc. Triangle Tire USA T.R.M. Tyre Retreading Machinery Vipal Rubber Corp.

West Creek Financial Yokohama Tire Corporation

For sponsorship information contact LaKisha Pindell at lpindell@tireindustry.org TODAY’S TIRE INDUSTRY | WINTER 2018

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GLOBALTIRE EXPO Recap OCTOBER 30 – NOVEMBER 3 | LAS VEGAS, NEVADA

TIA Pre-Show Events OCTOBER 30 TIA’s pre-show events were held in Paris Las Vegas Hotel where guest enjoyed a night full of food, fellowship, and excitement for the 2017 Global Tire Expo/SEMA Show. The 9th annual Tire Industry Honors, TIA’s signature event, was also held on Monday with over 200 guests in attendance. During the Tire Industry Honors, three influential leaders in the tire industry were inducted into the Tire Industry Association’s Hall of Fame, TIA’s highest honor. The Ed Wagner Leadership Award and press award recipients were also honored. This year, David Martin of American Tire Distributors was sworn in as the new President of TIA.

Thank you to our pre-show events sponsors: American Tire Distributors, Michelin North America, Goodyear Tire & Rubber Company, Federated Insurance Companies, and Schrader International Inc.

Educational Sessions OCTOBER 31 TIA hosted important educational sessions on Tuesday, October 31– Wednesday, November 1 that covered topics from training to advocacy.

Some of the sessions covered the advancement of TPMS tools, safety guidelines for jacking and lifting trucks and trailers, recent changes to CSA, and the current administration’s impact on the tire industry.

Thank you to our educational sessions sponsors: Redi Sensor, ITM TPMS, Bartec USA, X-tra Seal, and AME International.

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TODAY’S TIRE INDUSTRY | WINTER 2018

OCTOBER 30 – NOVEMBER 3 | LAS VEGAS, NEVADA

SEMA Show OCTOBER 31 – NOVEMBER 3 The 2017 Global Tire Expo/SEMA Show was held at the Las Vegas Convention Center and drew in thousands of domestic and international buyers.

Thank you to our sponsors: Altus Global Trade Solutions, Vogue Tyre, Bridgestone, Southwestern Wholesale Tire, Modern Tire Dealer, Hot Rod Processing, OEM Wheels, Tire Business, Synchrony Financial, Haltec Corporation, and Tire Review.

TODAY’S TIRE INDUSTRY | WINTER 2018

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F O C U S. Poor driving decisiions could keep you and your employees from m making it home S.A.F.E. tod day.

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To o learn more about our new Drive S.A.F.E. risk management ƌĞƐŽƵƌĐĞƐ͕ ƉůĞĂƐĞ ĐŽŶƚĂĐƚ LJŽƵƌ ůŽĐĂů ŵĂƌŬĞƟŶŐ ƌĞƉƌĞƐĞŶƚĂƟǀĞ͘

Fe ederated Mutual Insurance Comp pany Fe ederated Ser vice Insurance Com mpany* • Fe ederated Life Insurance Comp pany hone 507.4 55.5200 | www.federatedins surance.com Owatonna, Minnesota 55060 | Ph 17..0 2 Ed. 12/16 *Not licensed in the states of NH, NJ, and VT. © 2017 Federated Mutual Insurance C Company

DON’T LET YOUR BUSINESS GO UP IN SMOKE

BY FEDERATED INSURANCE FIRES THAT HIT BUSINESSES come in all sizes. They can occur anytime, anywhere, and from a variety of causes.

They don’t discriminate.

Spontaneous combustion, heating and electrical systems, smoking, poor housekeeping, the storage of flammables, and mechanical equipment failure continue to be the most frequent fire causes across all industries, and are often the result of missed opportunities to recognize and remove the hazard. But sometimes, hazards can be easy to miss: A company employee was doing some cleaning with a mop and cleaning chemicals. Those two things in combination spontaneously combusted.

The point is, business owners need to be ready for almost anything. There’s no doubt that fires are devastating and have implications far beyond property damage.

FIRES CREATE CHAOS Businesses are vital to a community’s well-being and survival. A fire at a business leaves the community wondering if the company will survive.

FIRES CREATE UNCERTAINTY Employees are a business’s most valuable asset, and a fire can leave them with a lot of questions: Do I still have a job or do I need to move on? Will I get a paycheck—even for the short-term?

What can I do to help? If the company shuts down, then what?

FIRES CREATE STRESS Customers rely on businesses to be operational to fulfill their needs.

When customers see a business destroyed, they can’t help but wonder how it will affect them. How will their needs be met? Today’s just-in-time business transactions may require customers to go elsewhere to get the products and services previously provided them by the damaged supplier.

Will that be short- or long-term?

Fire prevention is an important enough topic to take the proper time and effort to put into action. It’s not just a “one and done” risk management activity; it should be done at least daily.

Investigations reveal that most fires can be prevented if businesses consciously pay attention to a few, very specific hazards. Federated provides an industry- and business-specific, customizable fire risk evaluation checklist to use during facility inspections.

The sample checklists are intended to help employees, supervisors, or managers recognize potential fire hazards so they can fix the problem.

However, checklists can do only so much. Employee training and proper fire prevention safeguards, procedures, and equipment may help prevent a fire from taking over control of your company.

For more information on the checklist and employee training, visit http://tinyurl.com/federatedinsurancefireprevent. TTI

®

Federated Mutual Insurance Company Federated Service Insurance Company* Federated Life Insurance Company Phone 507.455.5200 www.federatedinsurance.com

TODAY’S TIRE INDUSTRY | WINTER 2018

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SESCO SPECIAL REPORT: HARASSMENT IN THE WORKPLACE

BY SESCO MANAGEMENT CONSULTANTS THE SOCIETY THAT WE LIVE IN has been hyper sexualized and this culture bleeds into the workplace and it is virtually impossible to separate the two. Further, with recent allegations in Hollywood, politics, the tech industry and academia, harassment, particularly sex harassment, has become the news of the day. Because of the significant liability, employers must take a very proactive and aggressive position. This special report is being provided due to the heightened awareness and sensitivity in today’s society and workplace regarding harassment.

Harassment is a form of employment discrimination. Harassment is unwelcome conduct that is based on race, color, religion, sex (including pregnancy), national origin, age (40 or older), disability or genetic information.

Harassment in the workplace becomes unlawful where: • Enduring the offensive conduct becomes a condition of continued employment.

• The conduct is severe or pervasive enough to create a work environment that a reasonable person would consider intimidating, hostile, or abusive.

Further, anti-discrimination laws also prohibit harassment against individuals in retaliation for filing a discrimination charge, testifying or participating in any way in an investigation, proceeding or lawsuit under these laws.

Poor teamwork, rude behavior, petty slights, general personality annoyances and other unprofessional conduct will not rise to the level of illegal harassment. To be unlawful, the conduct must be of a protected nature as noted and must create a work environment that is intimidating, hostile or offensive to reasonable people.

Normally, the conduct must be repetitive and not just a single incident.

Offensive conduct may include, but is not limited to, offensive jokes, slurs, epithets or name calling, physical assaults or threats, intimidation, ridicule or mockery, insults or put downs, offensive objects or pictures, and interference with

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TODAY’S TIRE INDUSTRY | WINTER 2018

taking place in every employment environment on a daily basis. So, what must an employer do — what are the responsibilities under federal employment discrimination laws for every employer (federal discrimination laws cover employers with 15 or more employees — all states have anti-discrimination laws protecting employers with one or more employees)?

SESCO TIPS work performance. Again, these actions must be based on a protected category as identified in Title VII. Harassment can occur in a variety of circumstances, including, but not limited to, the following: • The harasser can be the victim’s supervisor, a supervisor in another area, an agent of the employer, a coworker, or a non-employee such as a customer or vendor.

• The victim does not have to be the person harassed, but anyone affected by the offensive conduct such as witnesses.

• Unlawful harassment may occur without economic injury to, or discharge of, the victim.

Although Title VII has been the law since 1967 and further sex harassment became a household name during the Clarence Thomas Supreme Court hearings, in the last 12 months, there has been a significant heightened awareness and, frankly, tension in the workplace when it comes to harassment, in particular, sex harassment. Please consider the following statistics: • FY 2016 — 28,216 cases filed with the EEOC • FY 2016 — monetary benefits $125.5 million • Bureau of Labor Statistics — 2017 Study — 75% of women say they have been sexually harassed at work and 71% did not report it for fear of retaliation and/or did not want to interfere.

The reality is that some form of illegal harassment, normally sex harassment, is

• You are required to provide equal pay to male and female employees who perform the same work, unless you can justify a pay difference.

• Employers cannot discriminate against or harass applicants, employees or former employees because of race, color, religion, sex (including pregnancy, sexual orientation or gender identity), national origin, age (40 or over), disability or genetic information (including family history).

• You cannot use employment policies or practices that have a negative effect on applicants or employees based on their protected category.

• You must consider reasonable accommodations (changes to the way things are normally done at work), because of an applicant’s or employee’s religious beliefs or disability.

• In general, you cannot request medical or genetic information from applicants.

• You or an agent of the organization (manager) cannot retaliate against (punish) an applicant, employee or former employee for reporting discrimination, participating in a discrimination investigation or lawsuit.

• You are required to post at your business federal discrimination laws.

• You must retain any employment records such as applications, personnel records and payroll records as required by law.

If you have at least 100 employees or if you are a federal contractor with at least 50 employees and at least $50,000 in government contracts:

•

You must report data about the ethnicity, race and gender of your workforce to the government via an EEO-1 Report and/or Affirmative Action Program.

SESCO provides the following staff recommendations to prevent harassment complaints within your organization: Clearly state in your employee handbook, on your application form and on required posters throughout your facility that harassment based on race, color, religion, sex (including pregnancy, sexual orientation or gender identity), national origin, disability, age (40 or older) or genetic information (including family and medical history) is illegal and will not be tolerated.

Explain how employees can report harassment. This is normally accomplished through policy to include an open-door policy or complaint procedure. The policy should be created in such a way that it provides an employee multiple options of reporting.

State that you will protect the confidentiality of employees who report harassment or participate in a harassment investigation, to the greatest possible extent that you can.

State that employees will not be punished for reporting harassment or participating in a harassment investigation or lawsuit.

Require managers and other employees with human resource responsibilities to respond appropriately to harassment or to report it to individuals who are authorized to respond. Supervisors should never ignore any complaint or inappropriate behavior.

Provide for prompt, thorough and impartial investigation of harassment complaints, preferably utilizing an outside third party such as SESCO. Provide for prompt and effective corrective and preventative action when necessary.

Consider requiring that employees who file internal complaints be notified about the status of their complaint, the results of the investigation and any corrective and preventative action taken.

If the supervisor’s harassment results in a hostile working environment, the employer can avoid liability only if it can prove that: • It reasonably tried to prevent and promptly correct the harassing behavior.

• The employee unreasonably failed to take advantage of any preventative or corrective opportunities provided by the employer.

The employer will be liable for harassment by non-supervisory employees or non-employees of whom it has control (e.g. independent contractors or customer on the premises), if it knew, or should have known about the harassment and failed to take prompt and appropriate corrective action.

When investigating allegations of harassment, the EEOC considers the entire record including the nature of the conduct, and the context in which the alleged incidents occurred. A determination of harassment is severe or evasive enough to be illegal is made on a case-by-case basis. Note – Training employees should take place. This will remind employees of your anti-harassment policy, open-door procedures and commitment to nondiscrimination. The training should place employees on notice that if they do not report directed or non-directed harassment, then the employer obviously cannot address it.

EMPLOYER LIABILITY FOR HARASSMENT

•

The employer is automatically liable for harassment by a supervisor (an agent of the organization) that results in a negative employment action such as a termination, failure to promote or hire, and loss of wages. There is no defense regardless of the policies, training and preventative action that the employer has implemented.

SESCO TIPS FOR PREVENTING HARASSMENT AND DISCRIMINATION: BE PROACTIVE! •

•

•

Create a climate in which employees value and respect each other in a way that supports a harassment-free environment. Set a good example!

Frankly in today’s competitive employment environment, employers who establish a pro-employee/proemployer culture will not typically have problems with harassment.

Management at all levels should: use appropriate and professional language, show respectful and empathetic communication, and treat all employees with fairness and equitable distribution of responsibilities.

Continually monitor the work environment and encourage employees to talk with you so that you may recognize sex harassment or discrimination situations as they develop.

Conduct confidential employee surveys allowing for a method of confidential communication from employees to senior management via a third party.

Ensure that employees are aware of the

•

•

•

•

•

organization’s harassment/discrimination and open-door policies. This means training management and employees annually.

Take all harassment complaints seriously. This is where most of the liability is generated wherein a supervisor ignores or considers a complaint frivolous or unimportant.

Investigate every complaint of harassment. SESCO suggests the investigation should take no longer than three (3) to five (5) days following the complaint. Swift and aggressive action is of upmost importance.

Maintain a confidential written record of each complaint, your investigation and interview notes and subsequent resolutions.

Determine appropriate disciplinary action based on the findings of an investigation. Appropriate action may include counseling, a permanent written warning, suspension, demotion or even termination.

Ensure employees’ protection against retaliatory action for reporting behavior that they believe is harassment.

WHAT SHOULD EMPLOYERS DO NOW? •

SESCO retainer clients receive an annual audit of employment practices.

SESCO will audit all practices including compensation to determine if there is any liability.

• Have SESCO review your employee handbook and especially your EEO, affirmative action, open-door, and anti-harassment policies.

• Plan in the new year to train managers and employees — even if you have done so in the past year. SESCO’s training also includes topics such as ethical behavior, professionalism in the workplace along with harassment.

In our practice today, harassment, bullying, and unprofessional behavior are the most common issues we assist our clients. It is critical that all employers regardless of size be proactive and implement an effective antidiscrimination/harassment plan. TTI

423-764-4127 sesco@sescomgt.com www.sescomgt.com

TODAY’S TIRE INDUSTRY | WINTER 2018

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FEELING PUZZLED BY HEALTH CARE REFORM? RELAX! HAS THE MISSING PIECE.

The Tire Industry

®

Association’s self-funded group health benefits solution may be the right plan for your employees and your bottom line.

With Health Care Reform, your health insurance costs could increase dramatically. The Tire Industry Association has partnered with National General Benefits Solutions, a unit of National General Insurance to bring you a health care program that may lower your costs.

The program offers: • The choice of Cigna or Aetna, two of the highest rated provider networks in the country.

• Pricing advantages and plan flexibility you won’t find in a fully funded program.

• The ability to earn credit toward future premium in favorable claim years.

• Transparent, detailed reporting to allow you to better manage your health care costs.

• And more!

Contact us today for a FREE quote and see if this program can help you!

Contact Jessica Stein at (212) 430-0023 or jessica.stein@ngic.com.

Tire reTailing TIRED OF GETTING CAUGHT WITH YOUR PANTS DOWN WHEN IT COMES TO HIRING? Why is our destiny controlled by our employees?

BY CHRIS “CHUBBY” FREDERICK

CEO, AUTOMOTIVE TRAINING INSTITUTE

IT NEVER FAILS. You finally start making money and then one of your key performers tells you they’re leaving. All of a sudden you’re stuck between a rock and a hard place. If you think you are ready to hire, download our “Am I Ready to Hire Checklist” at www.ationlinetraining.com/ 2017-11 for a limited time.

You must place an ad and start the interviewing process all over again! Once you start interviewing you get upset because no one is qualified or nobody has answered your ad? Meanwhile the business starts to slip, and you stop making money — thus affecting your business and personal life.

There must be a way to keep this from happening again and again? Let’s listen to Coach Bobby Poist explain the mistakes shop owners are making: One of the biggest mistakes you can make is to interview when someone is leaving. Statistics show that most employers are reactive when it comes to hiring.

This leaves no room for growth in the company, and usually happens at the most inopportune times. Most successful business owners follow the “always be hiring” mantra. This approach will help you cut the B and C players that take the space A players should have.

HERE ARE SOME WAYS TO BUILD A STABLE OF POTENTIAL SUPERSTARS FOR YOUR TEAM Offer a referral bonus, and ask everyone who they know with talent. This will help you build a strong stable of potential employees. Signing bonuses are huge in big business and sports. Yet I hear nothing about referral bonuses from my members.

Most have never heard of a referral bonus, or how to use them. The best approach is

to offer a dollar amount to everyone.

Put stipulations on the bonus so you can track it when people come to you for an interview. You never know where you’ll find the next superstar for your business.

Do yourself a favor and interview everyone. We all need interviewing experience. The practice will help you master your process. Discovering the difference between a great interview and a bad interview is important. I often hear how people aren’t qualified for the job before the owner meets them. It’s better to form an opinion after you meet someone as opposed to before. The candidate could fit your needs in the future.

We all know the automotive industry has a shortage of technicians. Don’t wait to respond to resumes or potential contacts. These guys and gals are in high demand. A-players are in higher demand than ever. Each day decreases your chances of getting a response. Being proactive will increase your chances of success. There is some truth to the statement “Early bird gets the worm.”

Do your homework and create an outline of the role for each position in your company. Job descriptions and checklists will help to categorize each role.

You must recognize if someone will be a good fit for your team. People can be great at what they do, but that doesn’t mean they’ll be great for you. Having a clear vision and metrics will make a difference!

WE ALL KNOW THE AUTOMOTIVE INDUSTRY HAS A SHORTAGE OF TECHNICIANS. DON’T WAIT TO RESPOND TO RESUMES OR POTENTIAL CONTACTS. THESE GUYS AND GALS ARE IN HIGH DEMAND.

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THE FIRST INTERVIEW SHOULD BE INFORMAL, YET YOU MUST OWN IT. DON’T TRY TO SELL YOUR COMPANY TO THEM. YOU SHOULD BE GATHERING INFORMATION, NOT GIVING IT.

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Create an interview process that works, so you have consistency. Doing so will help you to measure your candidates. Do at least three interviews. Doing so gives you plenty of ammunition to judge your potential hires.

Do a phone interview first. Ask qualifying questions about their eligibility within your company. Use qualifiers to ensure the interview won’t be a waste of time. A valid driver’s license and moving violations. Years of experience and tools are all indicators that you can move forward.

Grading them based on qualifiers will help you make an educated decision.

The first interview should be informal, yet you must own it. Don’t try to sell your company to them. You should be gathering information, not giving it. Explain to the candidate how their interview will go. Give them specific guidelines so they know what to expect. Outline that you will ask a series of questions and give them time to answer.

Once the interview is over they will have time to ask questions. Keep the interview on task and you’ll be successful.

Find out about your candidate. What are their goals, hobbies, and aspirations?

What are their strengths and weaknesses?

How do they work with their peers? Ask probing questions about their past jobs. Use specific questions such as “What will this employer say about you when I call?”; “Tell me more”; and “I’d like to hear more about that,” which will help to dig deeper. Being curious, talking less, and listening more are paramount to a successful interview.

Pay attention to their posture and eye contact. Look for enthusiasm and interest.

An interested candidate will square up with you, and look you in the eye. A candidate

TODAY’S TIRE INDUSTRY | WINTER 2018

that is not interested will face away from you and stare at the floor. What they do with their hands is important and can be a telling sign of the candidate’s interest. Pay attention to these cues during the interview to avoid issues in the future!

Introduce them to your team after the first interview. Most employees surveyed admit they weren’t aware of a new employee until the day they started.

Introductions to the team will help determine if the person will be a good fit.

How many times have you hired a great candidate only to hear how bad they were once you started inquiring? Take the proper steps to ensure your team is aware of how important it is for you to get their input. Try introducing them and then get away for a few minutes. This will open the door for them to chat a bit.

Don’t hire on the first interview. You will need to process the information and talk with your team. Once you have graded the individual and measured the feedback you can set up a second interview.

THE SECOND INTERVIEW IS AS IMPORTANT AS THE FIRST INTERVIEW The candidate will have met you and your team. Getting them in for a second interview verifies their interest. The candidate will be comfortable. They will most likely show you their true self during this meeting.

Create a list of questions from the first interview and from team discussions. You want to know why the interviewee will be a good fit for your company, so probe and ask! Involve a third party such as your manager or your spouse. I don’t know about you, but my wife is an excellent judge of character. She saved me from myself a few times in this arena. Keep that in mind, because outside input can be a much-needed help.

Once you’ve completed the interview process, have them perform some type of personality profile. These tests are not a prerequisite for the job, yet they will help you from a leadership perspective. Let’s face it; some people can tell you they’re great at everything. The key is knowing if they just told you what you want to hear.

Your success counts on it!

At this point you should have plenty of data. If you have many candidates the data will help you to determine who is the best fit. Now you can offer the job and feel more secure that you’re making the best decision. Send “thank you” responses to

those that didn’t qualify. Keep their resumes on file and keep the door open for future possibilities. You may have a spot for them in the future.

There’s no reason why an employee leaving should affect your life and business.

Taking the “always be hiring” approach will keep you in control of your destiny. You’ll be much more successful when you’re surrounded by A players!

Most shop owners admit they hate interviewing, and state that it is one of their biggest weaknesses. Admitting this to yourself could help you overcome this issue. Learn how to create a stable of A player resumes and a great interview process. If you want to always have the

best on your team, download our “Am I Ready to Hire Checklist” by going to www.ationlinetraining.com/2017-11 for a limited time.

Chris “Chubby” Frederick is the CEO and founder of the Automotive Training Institute.

ATI’s 115 associates train and coach more than 1,500 shop owners every week across North America to drive profits and dreams home to their families. Our associates love helping shop owners who are having the same struggle as many of them have had, and who are looking for the same answers — and in some cases looking for a lifeline. This month’s article was written with the help of ATI Coach Bobby Poist.

THERE’S NO REASON WHY AN EMPLOYEE LEAVING SHOULD AFFECT YOUR LIFE AND BUSINESS.

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YOU DON’T NEED SNOW FOR WINTER TIRES

BY KEVIN ROHLWING

EDITOR AND TIA SENIOR VICE PRESIDENT OF TRAINING

ALL-SEASON TIRES WILL PERFORM BETTER THAN THE NON-ALL-SEASON MODELS, BUT THEY HAVE NOT BEEN TESTED.

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ONE OF MY FIRST JOBS in the family tire dealership outside Chicago was to assist with the annual snow tire changeover on the day after Thanksgiving. It was by far one of our busiest days of the year and I spent most of the day transferring tires between the shop and a mezzanine storage area. Some customers made it easier by purchasing an extra set of wheels for their snow tires while others did not. Either way, I would make close to 100 trips up and down the stairs from the moment we opened to well after our normal closing time.

Back then, snow tires were a necessity in northern Illinois. The “all-season” tread designs and compounds in the 1980’s were almost guaranteed to result in the driver getting stuck in the snow, so most people had a pair of snow tires for their rearwheel-drive vehicle. As front-wheel-drive vehicles started becoming more popular, the need for snow tires started to diminish.

By the 1990’s, front-wheel-drive dominated the market and the traditional day after Thanksgiving snow tire changeover became just another footnote in history.

To say that technology has improved tread designs and rubber compounding is a major understatement when modern passenger and light truck tires are

TODAY’S TIRE INDUSTRY | WINTER 2018

compared to the ones that I carried up and down those stairs 30+ years ago. In February of 1999, the Rubber Manufacturers Association (RMA), now the US Tire Manufacturers Association (USTMA), released a Tire Information Service Bulletin (TISB) on the snow tire definitions for passenger and light truck tires. According to the TISB, tires with the letters “M” and “S” molded on the sidewall, “have been designed to provide better starting, stopping and driving performance in snow conditions than non-M&S tires.” USTMA goes on to say that tires with the M+S designation are intended for limited mud and snow service.

The M+S designation, or any combination of the letters (MS, M/S, or M&S), is considered the mark of an allseason tire. These tires are the “jack of all trades” for the passenger and light truck tire industry. They offer better traction and performance on wet roads and light snow conditions when compared to tires that do not have the M+S. The most important thing to remember is that the M+S designation is based entirely on design. In other words, as long as the pockets or slots on at least one tread edge meet the criteria for length, width and angle with the minimum percentage of tread contact surface void area, the tire can use the M+S designation and be considered an allseason tire. There are no tests or testing, it basically comes down to math.

At the same time, RMA/USTMA released the definition for passenger and light truck tires used in severe snow conditions. The TISB reads as follows: Tire designed for use in severe snow conditions are recognized by manufacturers to attain a traction index equal to or greater than 110 compared to the ASTM E-1136 Standard Reference Test Tire when using the ASTM F-1805 snow traction test with equivalent percentage loads. Other test methods and

reference tires developed by standardizing bodies may be used provided proper correlations are demonstrated. Tires designed for use in severe snow conditions are marked on at least one sidewall with the letters “M” and “S” plus a pictograph of a mountain with a snowflake.

A FEW YEARS AGO, TIA WORKED WITH NOKIAN TO CONDUCT A SERIES OF TESTS TO COMPARE THE DIFFERENCES BETWEEN WINTER AND ALL-SEASON TIRES. To the average consumer, the mathematical criteria for all-season tires with the M+S designation and the testing standards for the mountain and snowflake mean very little at face value. The most important thing that must be communicated is that M+S tires are based on design while the mountain and snowflake tires are based on performance. When the difference is explained that way, the consumer must decide if they want winter traction determined by math or an actual test.

All-season tires will perform better than the non-all-season models, but they have not been tested. Tires with the severe snow designation must pass an actual performance test in order to receive the designation. It all comes down to design versus performance.

The next hurdle is to actually explain the performance differences between allseason and winter tires. First of all, it’s important to recognize that I am not referring to “snow” tires. While it may seem like another lesson in semantics, there is no such thing as a “snow” tire. Winter tires are designed and engineered to perform in all winter conditions. Winter conditions includes colder temperatures (typically below 40 degrees F), snow, slush and most importantly, ice. While most of the United States rarely has to deal with actual snow accumulation on the roads, colder temperatures and ice are relatively common until you get closer to the gulf region.

In fact, I would say that there are only a handful of states that don’t have to deal

with winter conditions and even then, the northern half of Texas, Louisiana, Mississippi, Alabama and Georgia will encounter cold temperatures and ice from time to time.

A few years ago, TIA worked with Nokian to conduct a series of tests to compare the differences between winter and allseason tires. I was extremely fortunate to travel across the pond to their winter tire test facility in Ivalo, Finland.

We filmed the tests and released two videos: Winter Tire Replacement and Tire Safety Starts with Winter Tires. The first is a full-length video on winter tires and the latter is a shorter version that has received more than 63,000 views on TIA’s YouTube channel, Tire Safety Starts Here.

Both videos clearly illustrate the differences between allseason on winter tires.

While the tests were far from scientific, we did take steps to ensure they were as fair as possible. The vehicles were identical and new tires were used across the board. As the driver of the vehicle with all-season tires, I can tell you firsthand that the differences on ice were significant.

We would hit the mark at the exact same speed and then apply full braking power within a second of each other. Since all four vehicles had anti-lock brakes (ABS), it was a true representation of the stopping distances between all-season and winter tires. When we stopped on ice, the winter tires were consistently 30-50 feet better than the all season.

On packed snow, the differences were less but still enough to demonstrate the advantages of winter tires. For three days, we tested the performance capabilities on every imaginable winter road condition and as the driver of the vehicles with all-season tires, I can tell you that the advantages of winter tires were obvious.

According to a recent statistical analysis of winter tire shipments in

TODAY’S TIRE INDUSTRY | WINTER 2018

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...WINTER TIRES WILL ALWAYS BE A TOUGH SELL BECAUSE TOO MANY PEOPLE CANNOT LET GO OF THE OLD “SNOW TIRE” MENTALITY.

Canada, the Tire and Rubber Association of Canada (TRAC) has determined that the fastest growing category in the Canadian tire market is winter tires. The province of Quebec made winter tires mandatory back in 2008 and reported a 5% reduction in road accident victims and a 3% reduction in deaths and serious injuries between 2008 and 2010. In Ontario, there is now legislation that lowers insurance premiums for drivers using winter tires. TRAC estimates that approximately 60% of all drivers in Canada are currently using winter tires. Granted, we’re talking about Canada where snow, ice and winter

conditions are the norm, but it’s worth noting that the main reason behind the growth in winter tires is safety.

A few years ago, a close family friend lost control of her car on black ice and crashed head-on into a semi-truck. An amazing young woman with a lot of life ahead of her was taken from us on a cold

Kentucky morning. It was one of the most heartbreaking moments of my life as I watched her family, friends and sorority sisters mourn the loss of a loved one.

There’s no way I, or anyone, could speculate that winter tires would have prevented that accident, but I still cannot help but think her odds would have improved if she had tires that were engineered for winter conditions.

For most of the country, winter tires will always be a tough sell because too many people cannot let go of the old “snow tire” mentality. These same people believe that all-season means they are not necessary because the “M” and “S” represent mud and snow. As an industry, it’s our duty to educate consumers on the differences between M+S and severe snow designations.

If drivers are comfortable with knowing that the design criteria for limited mud and snow usage has been met without it ever being tested, then we have fulfilled that duty. However, it’s equally important that we do not misrepresent winter tires as snow tires. From a safety perspective, the handling, stopping and performance advantages of tires that are designed for winter conditions are significant whenever the temperature is below 40 degrees F with or without snow on the ground. TTI

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TODAY’S TIRE INDUSTRY | WINTER 2018

TAX REFORM RESOLUTION APPROVED TAX REFORM RESOLUTION

THE FOLLOWING RESOLUTIONS WERE APPROVED BY THE MEMBERSHIP AT THE TIA ANNUAL MEMBERSHIP MEETING WHICH WAS HELD ON MONDAY, OCTOBER 30 IN LAS VEGAS.

WHEREAS, we recognize that a review of the 2004 salary requirement under the Fair Labor Standards Act is appropriate; WHEREAS, it is a common practice of TIA to have managers and assistant managers on salary; WHEREAS, we will oppose efforts to change overtime pay to levels unsustainable for business owners; WHEREAS, an unrealistic rule would cause more harm than good to many of the workers who could be covered by the new rule; WHEREAS, we will pledge to support efforts by legislators and regulators to modernize the Fair Labor Standards Act in a responsible manor for business and workers.

NOW THEREFORE BE IT RESOLVED

by TIA assembled this 30th day of October 2017, in General Assembly, that the Association urges rule makers and lawmakers to carefully consider the financial impact of changing the Fair Labor Standards Act and that the Association will oppose rules or legislation that will cause economic hardships on its members. While recognizing that the salary requirement under the 2004 rule is out of date, we urge the Department of Labor to adopt at most only a moderate increase (not to exceed 50% of an absolute minimum, making a new salary threshold of $35,000, to ensure that any increase is sustainable to small business). We further request that DOL allow all non-discretionary bonuses and commissions to be counted towards the salary requirement, it should be phased in over a period of at least five years.

Finally, we believe that no changes should be made to the duties for the overtime exemption. TTI

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CommerCial Tire ServiCe A BEND YOU CAN’T MEND

BY JOSEPH HEATH

TIA TECHNICAL MANAGER

...NOT EVERYTHING THAT’S BROKEN CAN BE FIXED. EVEN THOUGH ITS MORE CONVENIENT TO JUST BEND IT BACK AND HOPE IT WORKS...

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“PICK UP THE TOYS IN THE DRIVEWAY!” I can still remember my dad telling my brother and I that when we were growing up. Being kids who loved playing outside, the driveway in front of my house always managed to be cluttered with toys and tools.

While I enjoyed shooting hoops or riding around on my bike, my younger brother loved helping my parents with yardwork, from gardening to picking up scattered twigs.

One year, he received a classic red Radio Flyer wagon as a gift and it seemed to be his best friend. He would pull it around, loading up the back with trimmings and tree branches, and help my parents by dumping them in the woods. Every time he finished using the wagon for the day, it would return to its makeshift parking spot in the garage, an empty spot next to the toy bin.

One day, however, his youth got the best of him and he left the wagon in the middle of the driveway. Later that day, my mom backed the car out and ran over the wagon without seeing it. Being a toddler, my brother was devastated. Although not completely destroyed, the front left wheel hub was bent out sideways which completely threw off the balance of the

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wagon. He bent the wheel back as straight as he could, however, when he went to help with the yard work, my brother found that the fix would only be temporary. The wheel would slowly return to its deformed state as soon as he began to load the wagon with the trimmings. While upset with the loss of one of his favorite toys, it was a lesson learned that is all part of growing up.

Being the know-it-all big brother, I knew exactly what would happen after the wagon was run over. There was absolutely no chance that his toy could be salvaged. Not only did I know the consequences of leaving your toys in the driveway, but also that bending the wheel back would not do the trick. Compared to a brand-new wagon, having a deformed wheel was far too weak to hold up to the tools, dirt and tree branches. As soon as the wagon was run over by the car, there was no hope in fixing it. My brother needed a brand-new wagon.

This story was a perfect learning point for my brother as it was a lesson of cause and effect. When he did not do what he was supposed to do, even just one time, he lost one of his favorite toys. My parents would not get him a new one because he had to

learn the consequences of his actions. It also taught him a lesson that not everything that’s broken can be fixed. Even though its more convenient to just bend it back and hope it works, the issue here is that it failed again while he was in the middle of the job.

It prevented him from accomplishing his duty. He was unable to help carry the load of trimmings and branches to the woods.

Believe it or not, we see similar scenarios pop up all the time in every-day life. This same situation can drive a customer up a wall if we notice they have a bent rim or wheel. It is much different, and of course, more serious, because a truck is hauling a far heavier load. When a tire is serviced and we notice the rim is bent, the first inclination is to forget about it and take the easy way out. Customers are always in a hurry so the quick fix is much more convenient, right? Why would anyone want to spend a lot of the time trying to convince a driver to buy a new rim when it’s easier to just hammer it back into shape and get them on their way? If it doesn’t look like the tire is losing air after it’s bent back into shape, why can’t I just ignore it and tell the driver they are good to go? Most customers do not want to pay for a new rim when the old one works fine after it has been “fixed.”

The fact of the matter is, as a service technician, you know that bent rims are common for truck drivers and most of them do not want to buy a new wheel.

There are many things that can cause a bent rim. While being serviced, improper torque can eventually result in lateral bending of the wheel mounting surface.

If a stud-piloted wheel is installed on a hub-piloted hub, it will leave enough wiggle room for the wheel to deform.

Running the tire underinflated over time can have negative effects on the rim as well.

If a metal hammer is used to strike the rim during service, or proper tools are used incorrectly, the rim can be harmed in a way you may not be able to notice. Needless to say, the most common way that a rim can be deformed is from severe impact.

A wheel that is hit with a severe impact is a common occurrence. A few years back, my mom took a turn too wide when it was dark outside, and hit the curb on her front right wheel. She thought nothing of it until 15 minutes later when her car shut off as a safety measure. The impact had taken a large toll on her suspension and more damage was done than originally believed.

People accidentally hit the curb with their cars and trucks all the time. The amount of WHEN THE RIM IS damage depends on how hard the driver the hits curb or pothole. This can range BENT, THAT MEANS anywhere from minor damage to the rim THE MATERIAL flange to more severe damage that deforms the bead seat radius of the rim.

HAS FAILED IN A Let’s break it down a bit to see what is going on from a scientific perspective.

CERTAIN WAY. When the rim is bent, that means the material has failed in a certain way. By definition, failure theory is the science of predicting the conditions in which a material will fail. There are two main types of failure: brittle and ductile. When you notice a crack or fracture in the rim, that is what’s known as brittle failure. Ductile failure, on the other hand, occurs when a stress exerted on the rim is so large that the material reaches a point This would be considered cosmetic that it begins to bend. This point at damage because the bead seat radius of which the material starts to bend is the rim has not been deformed and there known as the yield point. is just minor damage to the flange. If the We can even go a little further. driver does not want to replace the rim, When a steel rim is being deformed, the best practice would be to leave it in service because any attempt to repair it it is either being “hot worked” or will probably cause more damage. “cold worked”. If you are talking about hot working metal, think of manufacturing operations where they have the huge machines bending metal when its glowing red and orange because it is so hot. In that situation, the metal is being worked with above its recrystallization point.

The crystal structures (or lattices) inside the metal are reforming and staying strong because the temperature is over, say, 500 degrees F. Here, heat is being used as the primary way of deforming the metal.

On the other hand, in the situation This is an example of ductile failure. where a truck rim is bent, we are talking about cold working the metal.

Now, when I say cold, I’m not talking about freezing. I’m talking about a temperature colder than the recrystallization temperature (500 degrees F). In this type of metal work, so much mechanical stress is being exerted on the rim that it deforms the metal. When the driver hits a curb too hard it puts a significant amount of stress on the rim, there’s no extreme heat involved. The rim undergoes ductile failure, and it is bent. When This is an example of brittle failure. the rim bends, because we are below the recrystallization temperature, the

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When the rim is bent, there are unnatural stress points that aren’t uniform like they should be. You can see the stress build up on either side of the bend. Every time the tire rotates and hits the bump, it causes unnatural stresses than what the rim is supposed to undergo, which will eventually lead to more damage.

THERE ARE MANY REASONS WHY TECHNICIANS WILL LEAVE A DENTED RIM UNTOUCHED IF ONE COMES INTO THE SHOP. THE MOST IMPORTANT THING TO REMEMBER IS THAT PLAIN AND SIMPLE, IT CAN (AND OFTEN DOES) GET A LOT WORSE.

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makeup of the metal is changed, and the crystalline structures are broken.

There are many reasons why technicians will leave a dented rim untouched if one comes into the shop. The most important thing to remember is that plain and simple, it can (and often does) get a lot worse. As you can see, the relatively minor damage is at the bottom of the rim. Where the colors intensify, there is significantly more stress on both sides of the dent. Bending it back into shape does not fix the damage to the metal and in fact, it actually makes it worse.

In other words, the weight of the load will not be evenly dispersed across the rim’s lower section as it rotates. This uneven stress distribution can cause a lot of issues.

Every time the wheel rotates and the previously dented area hits the ground, the metal gets a jolt on either side. This jolt can cause the ductile failure to eventually result in brittle failure because the material has been weakened by the damage and the repair. Even though the driver may think everything is ok when they drive away, you are leaving the truck in worse condition from when it came in to be serviced in the first place.

When the bead seat radius is damaged and hammered back into place, it can cause a slow leak in the tire because the bead isn’t properly seated. Every time the tire cycles through a rotation and hits that dent, it can lose a little air and result in a vibration.

If left untouched, this could lead to an eventual flat tire and cracked rim due to fatigue. It is extremely important to make sure that bent rims are removed from service and discarded quickly. As a service technician in this situation, you need to

TODAY’S TIRE INDUSTRY | WINTER 2018

ensure the safety of the driver as well as the people on the road.

You also have to consider the damage that occurs when you strike the metal rim with a metal hammer. Every time the hammer strikes the surface it creates micro-fractures in the material that are invisible to the naked eye. These microfractures weaken the metal and create additional stresses to the damaged area.

In other words, hammering the bent rim back into shape causes damage to the material because of the ductile failure and the use of the hammer.

Let’s say you are having one of those extremely busy days in the shop or on the side of the road. A driver pulls up in a big hurry and says, “I just need you to replace a tire on the trailer. Be quick about it, because I have to get back on the road ASAP.” As you walk up the tire that needs to be replaced, you notice that the rim is slightly bent where it hit the curb. You think to yourself, I’m just going to help him out and use a hammer to fix the rim. It won’t take me more than a couple of minutes, and it’ll look as good as new. I’m doing him a favor, right? WRONG! Hammering out the damage is not an acceptable fix for a deformed truck rim. I know you’ve seen the advertisements for rim repair on passenger cars, but it’s important to know an automobile is not towing or carrying an extremely heavy load. Because they are on a much smaller scale and not covered

by Occupational Safety and Health Administration regulation 29 CFR 1910.177, passenger and light truck rims can be repaired. In most cases, the company will perform a series of tests to confirm that the car wheel is safe for the road after the repair.

In the commercial workplace things are completely different. In the United States, the maximum load for an eighteen-wheeler is 80,000 lbs. Do you think that hammering

a rim is a sufficient fix for a wheel towing that large of a load? Let me tell you, I would not want to be anywhere near that trailer on the road. There is no way someone can be precise enough to hammer a rim into perfect shape with all the unintended stresses it will undergo. There are too many possibilities that could go wrong. A service technician has an ethical and legal responsibility to handle the situation correctly. All it takes is alerting the driver that a replacement wheel is needed to prevent a catastrophe. But all it takes is improper servicing of a bent rim to cause one.

To avoid any confusion, OSHA established a regulation to deal with bent rims on commercial trucks. According to 1910.177 (f)(9), “cracked, broken, bent or otherwise damaged rim components shall not be reworked, welded, brazed or otherwise heated.” Using a hammer to beat the rim back into shape definitely counts are reworking. Welding a crack or heating the metal to bend it back into shape would also be considered a violation of OSHA regulations. The damaged rim or wheel components cannot be repaired, end of story. After the rim is “fixed”, the dislocations in the structure of the metal are still there and the stress can be so great that the weakened rim may deform again

or develop cracks. Even though it is with much smaller loading, my brother’s Radio Flyer Wagon wheel still managed to bend back out of shape because the metal was weakened. It became much easier for the load to bend the wheel again. On a much larger scale, with the higher speeds and heavier loading of the truck, failure is imminent because a repaired rim is never going to be as structurally sound as one that has not been damaged.

In conclusion, if you notice that a rim is bent before servicing a tire, be prepared to tell the driver that it must be replaced before you start servicing the assembly. In any situation, the expensive option is safer and smarter than the risk of reworking a bent rim. Take the time to visually inspect every rim and/or wheel before returning it to service. If there are any noticeable deformations or damage, it must be replaced immediately. The commercial tire service industry seems to believe that rules should be followed only when someone is watching. Trust me, although it is important that you get the work done and the vehicle back on the road, the safety of those who share the highway is far more important.

Losing a bent wheel on your Radio Flyer Wagon may be enough to ruin a day, but repairing a bent truck rim could ruin a life. TTI

WHAT’S YOUR OPINION Technician A says the wrinkling of the innerliner on this tire is a sign that the tire has been underinflated or overloaded so it is a prime candidate for a zipper rupture. Technician B says the wrinkling is normal and is not a concern. What’s your opinion?

...IF YOU NOTICE THAT A RIM IS BENT BEFORE SERVICING A TIRE, BE PREPARED TO TELL THE DRIVER THAT IT MUST BE REPLACED BEFORE YOU START SERVICING THE ASSEMBLY.

?

What’s your opinion?

Our Opinion: Technician A is correct and Technician B is a hazard.

Wrinkling, cracking or creasing on the innerliner is a sign of over-deflection in the sidewall. This is a prime cause of a zipper rupture so any time it is visible, the tire must be carefully inspected and inflated in a restraining device following the zipper rupture inspection procedures. While it doesn’t mean the tire must be removed from service, it is a sign that the tire has been overloaded or underinflated for an extended period of time.

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Tire reTreading & repair MY FIRST LOOK AT OTR SECTION REPAIR

BY JOSEPH HEATH

TIA TECHNICAL MANAGER

AS SOMEONE WHO GREW UP in Cincinnati, when the city of Columbus, Ohio comes up in conversation, I always think of one thing: Ohio State Football.

Their fan base is filled with dedication to their team because OSU’s success on the gridiron is not an uncommon thing. Not far from Columbus is the Tech International North American headquarters in the village of Johnstown, which certainly has no lack of Buckeye pride. It is the home for not only Tech tire repair manufacturing and the corporate headquarters, but also a state-of-the-art training center for across the board tire service training. I had the pleasure of taking an off-the-road tire section repair class with Tech’s training expert, Bill Johnson. Without a doubt, OTR section repair is one of the most interesting classes I have ever been a part of and it truly opened my eyes to the craftsmanship involved. Bill shared his expertise both in the classroom and the shop, providing me and my classmates with the do’s and don’ts of the section repair process.

What I liked so much about the class was that even for someone with little repair experience like myself, I left the training

There is an assortment of OTR tire constructions and sizes. There are a number of repairs already in each of the tires so I doubt they’ll be mounted any time soon.

with some confidence that I know how to repair any type of OTR tire. The classroom presentation combined with the extended hands-on training provided excellent structure to teach the right way to repair.

We learned the steps for reinforcement, spot and section repairs of both bias and radial OTR tires. Bill taught us the proper way to use the correct tools to complete each step in the process. We also covered where the non-repairable area is on a tire, and how to decide if an injury is beyond repair. A lot of time was dedicated to

The Tech repair school shop floor is organized and clean.

The shop is suitable for a variety of different classes.

THE CLASSROOM PRESENTATION COMBINED WITH THE EXTENDED HANDS-ON TRAINING PROVIDED EXCELLENT STRUCTURE TO TEACH THE RIGHT WAY TO REPAIR.

The medium grit rasp is used for shaping the taper after the rotary gouge is used. This tool is great for removing rubber without being too harsh.

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This method of choice for curing the rubber is the Monaflex System. We used aluminum foil to fill the treads to avoid damaging the external curing pack.

...SECTION REPAIR IS AN ART... IT IS A CRAFT THAT WHEN PERFECTED, REQUIRES A GOOD DEAL OF ARTISTIC CAPABILITY.

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selecting the proper repair unit so it matches the flex characteristics of the tire, and we learned it is okay to go up in patch size to be safe. I thought it was interesting that some of the severe service application repair units have a reinforcing layer of Aramid, which is the main fiber used in bulletproof vests.

It did not take me long to realize that when performing an OTR section repair the rubber dust winds up all over your body.

When I had to climb into the tire to buff out the innerliner, I immediately realized why it was so important to wear protective eyewear after getting sprayed in the face with buffed rubber. Let me tell you, I didn’t truly notice it until I looked in the mirror and realized I had black smudges streaked across the entirety of my face and neck.

It was also surprising to see how much rubber dust gets inside your body so next time I think I’m going to wear a mask to protect my nose and mouth!

From the outside looking in, an OTR section repair seems as simple as slapping a repair unit on the inside of the tire, filling the injury and calling it a day. What I did not realize is that section repair is an art.

Without a doubt, it is a craft that when perfected, requires a good deal of artistic capability. The quality of a section repair is totally based on the experience, knowledge and patience of the technician. My patience was certainly tested when repairing an injury in the sidewall of a radial OTR tire.

I did not realize how difficult the repair of a radial tire can become. The work is tedious

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around the steel body plies because the surrounding steel and rubber needs to be smooth and consistent. Trust me, you want to avoid accidentally damaging an unharmed steel cable, because then you have to repeat a few steps and remove that cord. I know from firsthand experience because my teammate and I had to go back twice. It definitely takes some time to get used to that different air tools for optimum control so you don’t end up doing more damage.

We were also surprised at how difficult it can be when working on the innerliner. In some instances, the repair requires removal of the innerliner which leads to an awkward working angle. You then have to smooth the transition with a buffer, which often results in a significant amount of buffed rubber to the face. The end goal of a successful section repair is proper vulcanization of the rubber with no air pockets. If the taper on the sidewall isn’t perfect, you run the risk of creating air pockets in the cushion gum or extruded rubber. Getting a smooth 45degree taper as entry to the injury allows the rubber to get into all the small corners so the repair can be properly completed.

There are a lot details that require attention and an equal number of things that can cause a failure. For my classmates who do this for a living, it was incredibly valuable

A smooth finish with a 45 degree taper should lead into the entry. The texture of the rubber surrounding the hole allows the rope rubber to sit well without creating any air pockets.

On a bias ply tire, the string is added to ventilate the repair when it is curing. The extruded rope rubber extends beyond the tire’s sidewall by about 10mm.

The aluminum oxide tool bit is perfect for smoothing out the steel body plies in a radial tire. The chalk on the tire notes the calculations for cure time of the repair.

The finished repair turned out nice and smooth. After it cooled down a bit, the shape of the original tire was recovered using an air buffer.

information that will make them better OTR section repair technicians.

I honestly did not realize how many tools needed to be used for different steps of the process. I found myself using a highspeed carbide router one minute, and quickly switching to a low speed, medium grit rasp the next. The tools and speeds are mixed and matched because certain attachments are better for removing rubber, fabric or steel.

I can tell you from experience that it isn’t fun when you lose control of the buffer because you tried to control it with one hand. The more experienced students in the class made it look easy while the rookies like me had to hurt themselves a few times to understand why two hands are necessary. Overall, I definitely gained an appreciation for the encapsulated wire brush. I had so much trouble avoiding the destruction of too many steel cords that this brush became my best friend. The brush is encased in rubber, so when it spins, it will remove some of the lighter rubber without damaging the steel body ply.

It really helped me get a nice texture on the damaged area.

This class was perfect for OTR repair technicians with all levels of experience. One of my classmates owns a repair shop on the west coast, and he quickly realized how some of his technicians were doing repairs incorrectly. Surprisingly, you are not supposed to remove excess bias plies with an open flame from a lighter!

Another classmate was in his third month of work in OTR section repair before he was sent up to Johnstown to refine his skills. Each one of us in the class was rather new to the craft, but Bill did a great job of ensuring we learned the right way the first time.

I would definitely recommend this

class to every OTR section repair technician. It was a great chance to learn the basic construction of an earthmover tire and I even got to get my hands dirty by repairing one myself. TTI

FEA ATURED SUMMER SU UMMER TREAD DESIGN GN

DLM M

LW

Drive Lug Medium dium

Long Wear Wear

APR

All Position Regional

WSA A

Wing Spread Axle

S STW

Super Single gle Trailer Trailer W Wide ide

L LT

Light ht Truck Truck

GRS

Galgo lgo Rounded Shoulder

ETW

Wide Extreme T Traction raction

Consultt your Pre-Q retreader er now

Pre-Q Galgo Corporation n 4329 Bronze way, Dallas, Texas 75237 U.S.A..

Ph: ++ (214) 330 7300 0 Mail: info@pre-q.com www.pre-q.com

TODAY’S TIRE INDUSTRY | WINTER 2018

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THE RETURN OF THE TIRE RETREADING/REPAIR JOURNAL

BY KEVIN ROHLWING

EDITOR AND TIA SENIOR VICE PRESIDENT OF TRAINING

IN DECEMBER OF 1956, George Edwards launched the Retreader’s Journal giving the retread industry an independent and impartial resource for technical information. About 33 years later in July of 1989, Ed Wagner added repairing and changed the name to the Tire Retreading/ Repair Journal (TRRJ). The TRRJ played a pivotal role in educating the retreaders on new technology, techniques and best practices in the plant throughout the 1990’s. At the end of the 2001, the Board of Directors for the newly created TIA voted to combine the TRRJ with this publication and Marvin Bozarth, our Senior Technical Consultant, has been the steward of the retreading/repair section since then.

I’ve met George Edwards and had the privilege of learning at the feet of Ed Wagner and receiving an award named in his honor. Marvin hired me 20+ years ago when he was running the ITRA and has taught me more than I could ever imagine about retreading, repairing and the tire industry. The student has become the teacher and now it’s time to embark on a new chapter for retreading, repairing and the TIA members who comprise this segment of the industry.

Marvin has decided to retire from his role at TIA and his official farewell will take place at the OTR Conference in February 2018. We have set aside some time on the

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TODAY’S TIRE INDUSTRY | WINTER 2018

program for him to reflect on an amazing career and offer his thoughts on the future of the retread and repair industries. If you know Marvin, then you know his second love (behind his wife Donna, of course) is OTR retreading, so it seemed fitting to make the OTR Conference his last official event as a member of the staff. Roy Littlefield and I have been discussing it for some time and we both agreed that a man like Marvin cannot just retire. We will celebrate a long career that has impacted thousands of retreaders around the world and thank him for all that he has done for the industry and the Association next month at the Sawgrass Marriott.

One of Marvin’s last duties was to help me interview a new Technical Manager for TIA. This staff position has been on the drawing board for years and the TIA Board approved the additional resources for 2017 and beyond. After an exhausting 3-month search, we hired a young man who just graduated from Virginia Tech University with a degree in Mechanical Engineering.

Joe Heath started in October of 2017 and has been spending time with Marvin and other retreaders to learn the technical aspects of retreading and use his education to help the industry down the road. While there is no possible way to replace someone like Marvin Bozarth, we are confident that Joe will utilize his mechanical engineering background and unique set of skills.

In order to facilitate that growth, the TRRJ will be returning in February of 2018. This e-publication will be free to all TIA members who are interested in tire retreading and repairing. All we need is an email address and a member number to start the subscription. The TRRJ will be produced bi-monthly and will cover many of the same topics. We will discuss safety, technology, trends, best practices, and other subjects to introduce new ideas and reinforce old ones. Joe will be responsible for most of the content, I will weigh in from time to time, and maybe we can

convince Marvin to write something on occasion. We will also be accepting articles and content from the industry. Our goal is give the retreading and repair industries a resource that they can use to improve processes and practices to improve the safety and performance of the products and services that our members provide.

Tire safety starts here is more than just a tagline under a logo. In fact, it’s the first line of our mission statement: The mission of TIA is to promote tire safety through training and education, to act as the principle advocate in government affairs, and to enhance the image and professionalism of the industry so that our member businesses may be more successful. Bringing back the TRRJ is definitely in line with that mission statement and it is something that I have wanted to do for years.

Joe is going to be spending a lot of time in retread plants. He has a lot to learn, but his education and natural inquisitiveness is definitely something that we will build on.

In time, he will transition from student to teacher and if all goes according to plan, the TRRJ will be around for a long time and create a new legacy. When I first started back in 1996, Marvin did everything he could to take the pressure off my young shoulders. Expectations for the truck tire service training program that I was hired to create were incredibly high, but he believed in me and believed in the concept that led to the Commercial Tire Service (CTS) program. Fast forward 20 years and more than 130,000 people have completed a TIA training program that started with CTS back in 1997. I have that same level of confidence in Joe and that same belief in his ability to make the TRRJ a valued resource for the industry. He has already received tremendous support from the manufacturing and supply community which will accelerate his learning curve.

The retread industry has always been important for TIA. Since the merger, Marvin has been there to support our retread members and provide them his insight and knowledge. On behalf of every person he has ever helped (which is too many to count!), I want to thank him for his decades of service to the industry. And as we embark on a new chapter for our retread members, I pledge to give Joe the same level of support and guidance that Marvin gave me 20+ years ago. I was set up to succeed and have countless people to

thank for all that they have taught me over my career. Now it’s time for us to pass the torch to Joe and give him the same opportunity to put his mark on the industry by bringing back a legendary publication with a long and storied history.

Retreading is vital to transportation and TIA has made the decision to support it with a dedicated resource that will improve retread/repair safety and performance. TTI To get on the mailing list for the new Tire Retreading/Repair Journal, just send an email to trrj@tireindustry.org. Make sure you include the email address for the recipient(s) and the company name and/or membership number so we can confirm membership.

TIRE SAFETY STARTS HERE IS MORE THAN JUST A TAGLINE UNDER A LOGO. IN FACT, IT’S THE FIRST LINE OF OUR MISSION STATEMENT...

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TIRE CLINIC

BY MARVIN BOZARTH TIRE CLINIC IS A QUARTERLY FEATURE ADDRESSING READER INQUIRIES RELATED TO TIRE RETREADING, REPAIRING AND SERVICE.

Q: A man in our shop insists on blowing air onto each cemented casing to make sure there are no wet spots.

Is this necessary?

A: It is unnecessary and can cause problems. No matter how hard you work at it, eliminating all contamination from your air lines is nearly impossible. If there is concern about wet cement, add another 15 minutes to the drying time.

Q: Can we use anti-seize compounds on stud-piloted wheel fasteners to prevent them from freezing together?

A: Stud-piloted wheel systems require a dry torque setting, which means lubricants should not be used. Rust, corrosion and damaged threads are the leading causes of frozen cap nuts, so the use of anti-seize compounds actually keeps bad fasteners in service for a longer period of time. If the inner and outer cap nuts freeze together at removal, they should be replaced.

Q: What are the most common violations found by an OSHA inspector?

A: That depends on the type of facility being inspected, but No. 1 in all industries is failure to keep the required OSHA reports on file. In construction and manufacturing the most common citations are for blocked passageways and exits; grounding stems missing from extension cords and safety devices; and covers or parts missing from safety devices.

Q: Can I produce bias ply precure retreads without using pressure during vulcanization if I keep them inflated for 30 minutes after removal from the chamber?

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TODAY’S TIRE INDUSTRY | WINTER 2018

A: No. Unfortunately, when a bias ply casing and tread vulcanize without pressure, the tread vulcanizes in place on a casing that shrinks from heat during the cure cycle. When the tire is inflated in service, it will begin to grow and create stress in the tread grooves.

This, in turn, leads to groove cracking.

Q: How often should we replace the carbide cutters in our nail hole repair department?

A: The actual number of tires a cutter can be effectively used on will vary from shop to shop because of factors like tool speed and running air pressure.

The most logical answer is when it stops cutting steel cords. A simple test is to check the cushion gum on the rubber stem after it’s pulled through the injury. If it appears smooth then the steel cords have been successfully trimmed back to rubber so the cutter is obviously still working. A large number of snags on the cushion gum will be the first sign of a cutter that is on the decline.

Q: Can a vehicle operate with a steel hub-piloted wheel on the inside position and an aluminum hubpiloted wheel on the outside position of the same dual?

A: First, the stud must be long enough to allow at least one full thread to extend beyond the body of the flange nut.

Second, the pilot pads must be long enough to center the outer aluminum dual wheel by extending at least halfway through the thickness of the center hole. If all these specifications are met, then a steel hub-piloted wheel and an aluminum hub-piloted wheel can operate on the same dual position.

Q: Are there any rules regarding wheel and rim reconditioning?

A: Besides the basic inspection criteria for any wheel or rim, the only “rule” for wheel and rim reconditioning is the thickness of the paint.

Manufacturers collectively agree that the paint thickness should be no more than 0.003 mm, or the approximate thickness of a magazine page.

Q: Can regrooved tires be used on the steer axle of a dump truck?

A: It depends on the vehicle. Federal regulation 393.75 (e) says, “A regrooved tire with a load-carrying capacity equal to or greater than 2,232 kg (4,920 pounds) shall not be used on the front wheels of any truck or truck tractor.” On a small dump truck it may be allowable, but most commercial trucks cannot use

regrooved tires on the front wheels.

On the other hand, the only restriction for retreaded tires on the front wheels is 393.75 (d), “No bus shall be operated with regrooved, recapped or retreaded tires on the front wheels.”

Q: Does overtorquing lead to broken studs hundreds of miles after installation?

A: Yes. When a fastener is installed with more than the recommended torque, the stud can be “stretched” to a point where the integrity of the metal is compromised but not broken. In some instances, the increased stress on the stud is not fully realized until after the axle is loaded for a few hundred miles. TTI

WHAT CAUSED THIS? This precure retread came out of the chamber with a small bubble in the tread.

Do you know what caused this?

Our Answer: A small nail hole was missed during inspection.

After skiving around the area you could see where some of the rubber was uncured. This casing will be properly repaired and then re-run.

TODAY’S TIRE INDUSTRY | WINTER 2018

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adverTiSer’S index FOR ADVERTISING CONTACT: LAKISHA PINDELL, DIRECTOR OF ADVERTISING

800.876.8372, EXT. 104 • 301.430.7280 • 301.430.7283 F • LPINDELL@TIREINDUSTRY.ORG

Central Marketing

www.central-marketing.com

Federated Insurance

Marangoni

National General Benefits Solutions Pre-Q Galgo Corp.

Robbins LLC

Shamrock Marketing, Inc.

Tech International

Vipal

Vulcan-Vulcap Industries, Inc

outside back cover

www.federatedinsurance.com

12

www.na.marangoni.com

28

jessica.stein@ngic.com

16

www.pre-q.com

31

www.robbinsllc.com

inside front cover

www.shamrockmarketinginc.com

33

www.tech-international.com

22

www.vipal-usa.com

inside back cover

www.vulcanvulcap.com

2018 Michelin/Tire Industry Association Scholarship Applications being accepted through January 31, 2018

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ELIGIBILITY REQUIREMENTS: Applicants must be part-time or the dependent of full-time employees of TIA member tire dealers. Dependent children include natural children, adopted children, legal wards, or resident stepchildren. The employee must be employed by the firm at the time of application. Michelin North America, Inc. employees and dependent children are not eligible.

Applicants must be high school seniors planning to pursue a post-secondary education at an accredited two-year or four-year college, university or vocational technical school.

Applicants must have a cumulative GPA of at least 3.0 on a 4.0 scale.

Applicants must submit the requested information via the website or by mail. All additional items must be received no later than 5:00 p.m. EST on Jan. 31, 2018.

®

36

TODAY’S TIRE INDUSTRY | WINTER 2018

Apply at www.scholarshipprograms.org/mtia

MORE IMPORTANT THAN THE DESTINATION IS THE SAVINGS ALONG THE WAY. VL130 ECO

Smartway verified.

Less fuel consumption.

Low rolling resistance.

High casing retreading rate.

Low heat generation.

Smartway verified.

V T170 ECO

Less fuel consumption.

Low rolling resistance.

Good braking on wet surfaces.

Vipal Rubber www.vipal-usa.com sales@vipal-usa.com Tel.: +1 305 640 0330

CENTRAL MARKETING Representing the world’s leading equipment manufacturers!

WE HAVE A COMPLETE INVENTORY OF SPARE PARTS IN STOCK FOR IMMEDIATE SHIPMENT.

MPL-S New Repair Spreader that will reach a 7’ monorail and remove even 16” tires.

Simple and durable.

AZ MODEL CUSHION EXTRUDER New models that are faster with new improvements.

We Install and Service Everything We Sell with a Staff of 7 Traveling Technicians!

BCB 40 BUFFER Designed for all types of tires (bias for intermodal, radial and super-single). Four totally different cycles to suit the needs of a totally automatic shop or the special fly cycle for the bias ply shops. Call so we can tell you more about this new concept in buffers.

ITT EASY No tire flipping. Complete cycle mid-sidewall to mid-sidewall in one scan.

No tire program is needed. Everything is totally automatic – load tire, push start and read the results in 90 seconds!

P.O. Box 1439 Colonial Heights, VA 23834

Phone: (804) 733-4684 Fax: (804) 733-8603

Web: www.central-marketing. com E-mail: sales@central-marketing.com