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Fleet Tyre Management for HGV & PCV
Tyres are fundamentally important for safe driving, serving as the sole points of contact between a vehicle and the road. Ensuring that every tyre is in excellent working condition grants drivers superior control and is absolutely crucial for their safety, as well as the safety of all other road users.
This comprehensive guide is specifically designed for operators of heavy goods vehicles (HGVs) and passenger carrying vehicles (PCVs). Its purpose is to offer practical advice to help you implement robust policies, establish efficient management systems, and provide effective training.
By doing so, you can significantly reduce tyre-related costs, mitigate adverse environmental impacts, and address critical safety concerns within your fleet operations.
Legal Requirements for Tyres
A responsible operator always ensures their tyres are maintained well above the legal minimum requirements. The following details outline the essential legal standards for vehicles and the potential sanctions that can be imposed on both drivers and fleet operators if these standards are not rigorously met.
Tread Depths
For HGVs, PCVs, and vehicles with a maximum authorised mass (MAM) exceeding 3.5 tonnes, the legislation mandates a minimum of one millimetre (mm) of tread. This tread must be present in a continuous band throughout the central three-quarters of the tyre’s width and around its entire circumference.
For vans and cars with a MAM of 3.5 tonnes or less, the legal tread depth is 1.6mm, also required in a continuous band across the central three-quarters of the tyre and over its whole circumference.
Unroadworthy Tyres and Sanctions
Vehicles found to be unroadworthy due to tyre defects can be immediately detained by the police or the Driver and Vehicle Standards Agency (DVSA) until all defects are fully rectified.
Each bald or defective tyre carries a substantial fine of up to £2,500 and three penalty points for the driver.
Furthermore, the operator faces potential changes or restrictions to their operator’s licence, and in severe cases, the Traffic Commissioner may even revoke their licence.
Immediate detention is mandated for significant issues such as a cut exceeding 25mm on any part of the tyre or 10 percent of its width, incorrect air pressures relative to load and speed, or the presence of lumps, bumps, bulges, tears, or exposed ply/cord.
In less severe instances, a delayed detention may be granted, allowing a seven-day grace period to rectify faults, particularly for slashes in the tyre where no cord or ply is showing.
Tyre Age
The DVSA’s ‘Guide to Maintaining Roadworthiness‘ advises diligent monitoring of tyre age. By law tyres more than 10 years old must not be used on the front steered axle(s) of HGV, bus or coach or any single wheels fitted to a minibus (9 to 16 passenger seats).
Should tyres older than 10 years be utilised on a rear axle as part of a twin wheel arrangement, their age must be meticulously recorded, and a comprehensive risk assessment completed. This assessment should carefully consider the specific speed and loading conditions under which the vehicle will operate, such as restricting operation to urban areas only.
How to Reduce Tyre Failures and Costs
Proactive and careful tyre management plays a significant role in enhancing both safety and operational efficiency, directly impacting costs. Understanding and addressing key factors can drastically reduce tyre failures.
Tyre Pressure
Maintaining correctly inflated tyres is paramount for a safe and fuel-efficient fleet.
Under-inflation leads to an increase in fuel consumption and accelerated tyre wear. For example, for every 10% decrease in tyre pressure, fuel consumption rises by 2%. If five tyres are running just 2% under-inflated, this collectively equates to a 10% increase in fuel consumption. Additionally, under-inflated tyres contribute to higher emissions of carbon dioxide (CO2) and nitrogen oxide (NOx), and they wear more quickly, adding to operational costs.
Many tyre manufacturers indicate that a tyre under-inflated by 20% will wear 25% quicker. Conversely, over-inflated tyres detrimentally affect a vehicle’s safety and handling. This is because the tyre’s contact patch with the road is reduced, negatively impacting braking performance, vehicle handling, and overall ride comfort. This issue is particularly pronounced on wet roads, where a decreased contact area significantly increases the risk of aquaplaning.
Tyre Fitment, Wheels & Alignment
The proper management of wheels is inextricably linked with tyre performance. Whenever a tyre has been changed, or an existing wheel or an entire wheelset has been replaced, several critical considerations must be addressed.
Wheel fixings should always be re-tightened to the manufacturer’s recommended torque. This re-torqueing should occur either after 30 minutes if the vehicle remains stationary, or within 40 to 80 kilometres (25 to 50 miles) if the vehicle is in use.
Incorrect wheel alignment will not only adversely affect the vehicle’s handling but also cause uneven wear of the tyres, leading to their premature replacement.
Finally, it is essential to ensure that the tyre is always correctly fitted and properly seated on the wheel’s rim to prevent any operational issues.
Tyre Damage and What to Look Out For
Operators and drivers should be vigilant for various types of tyre damage. Irregular wear is often a sign of poor wheel alignment, which itself can stem from issues like over-inflation, under-inflation, harsh braking, improper fitting on the wheel hub, or underlying mechanical faults within the braking system.
Impact damage typically manifests as a visible bulge in the tyre. Cuts and slashes commonly occur when pieces of metal or other debris strike the tyre’s sidewall. Punctures, on the other hand, happen when an object pierces the tyre and penetrates its carcass.
Should any of these issues be identified during inspection, it is imperative that the tyre is either repaired or replaced before the vehicle is allowed to be used again, ensuring ongoing safety and compliance.
Tyre Pressure Monitoring Systems (TPMS) & Other Technology
Tyres can often appear visually normal even when they are critically under-inflated, making internal monitoring systems incredibly valuable. Modern technology provides advanced tools to assist operators and drivers in maintaining optimal tyre health.
Tyre Pressure Monitoring Systems (TPMS)
A Tyre Pressure Monitoring System (TPMS) is an in-vehicle electronic system specifically designed to alert the driver when tyre pressure drops significantly.
There are two primary types of TPMS available.
Direct TPMS systems utilise sensors located within each tyre to precisely monitor actual pressure levels, reporting any anomalies directly to the driver via the dashboard display.
Indirect TPMS systems leverage the anti-lock braking system (ABS) by using wheel speed sensors to measure the rate of revolutions for each wheel. When the system detects that a wheel is spinning faster than expected – typically due to being under-inflated – it triggers an alert to the driver.
While TPMS is now mandated for cars, it is not yet a legal requirement for other vehicle types, though it can often be purchased as an optional extra from most vehicle manufacturers.
It is crucial to remember that while TPMS is highly beneficial, it must not replace diligent manual tyre checks as part of a driver’s daily walkaround routine.
Other Tyre Checking Technologies
Beyond TPMS, other innovative technologies are available to help operators and drivers more effectively manage their tyres.
Drive-over technology, for instance, involves a series of sensors embedded directly into the road surface that measure tyre pressure and vehicle weight as the vehicle simply drives over them. The driver then receives the results via a text message or a printed report.
Valve-mounted technology is a retrofitted system comprising an in-cab monitor paired with sensors integrated into the tyre valve caps.
Fleet management applications are widely available. These apps streamline daily vehicle checks for drivers, ensuring compliance with industry standards such as FORS. These convenient apps often provide real-time operational data, including vital fuel and tyre information, and significantly facilitate the efficient communication of any detected defects through features like photo uploads.
Tyre Selection
Choosing the appropriate tyre is paramount for optimizing a vehicle’s performance, ensuring safety, and maintaining legal compliance. Several key factors must be carefully considered when selecting suitable tyres for a fleet.
Key Considerations in Tyre Selection
Tyres come with different internal structures, including radial, cross-ply, and bias-belted designs.
Cross-ply tyres feature diagonally lapping plies, whereas radial tyres have their plies arranged in the direction of the tyre’s rotation. Bias-belted tyres are structurally similar to cross-ply but incorporate additional steel belts to reinforce the carcass.
When fitting tyres, it is a strict requirement that all tyres on a single axle must be of the same structure and nominal size.
However, tyres on different axles may have varying structures and nominal sizes, with specific exceptions: all tyres on steered axles and all tyres on driven axles must have the same structure (excluding temporary or spare use tyres). Similarly, all tyres on a trailer axle must also share the same structure, with the same exception for temporary or spare use.
Super singles, commonly found on HGVs and larger PCVs, are defined by having a road contact area of at least 300mm. They are a popular choice, particularly on steer and trailer axles, due to their lighter weight compared to twin (dual) tyres and their reduced rolling resistance, which translates into better fuel economy.
Twin tyres, also known as dual tyres, are those that are doubled on each side of a given axle. These are typically used on drive axles for larger vehicles, offering enhanced grip and stability. When fitted to the same axle, twin tyres must be of the same construction and must not touch each other, with the only exception being laden radial tyres equipped with flexible sidewalls.
Tyre Size
The overall size of the tyre must be suitable for the operational needs of the vehicle. Operators need to carefully consider the tyre’s rim diameter, section width, and aspect ratio. Each tyre has a specific speed rating, indicating the maximum speed for which it is legally approved. This rating is crucial for an operator to understand, as it must be considered in conjunction with the maximum load defined for the tyre, given their interdependent relationship.
Each tyre also carries a maximum load rating that must never be exceeded.
The DVSA’s ‘Heavy Goods Vehicle (HGV) Inspection Manual’ offers detailed information regarding tyre load and speed ratings.
Beyond these general types, various specialised tyres exist, specifically suitable for different operational environments, such as off-road tyres, construction site tyres, urban tyres, winter tyres, and mud and snow tyres.
Regrooving and Retreading Tyres
These specialised processes offer significant economic and environmental advantages by extending the usable life of tyres.
Regrooving
Tyre regrooving involves the re-cutting of existing grooves once the tread depth reaches approximately three millimetres.
This practice is widely popular among operators as it can enhance safety and extend a tyre’s life by up to 25 percent.
An additional benefit of a regrooved tyre is its reduced rolling resistance compared to a new tyre, which translates directly into lower fuel consumption and a more positive environmental impact.
It is important to note that regrooved tyres are only permitted on certain types of vehicles; for instance, they are not allowed on private cars or goods vehicles with an unladen weight of less than 2,540kg.
Selecting the most suitable tyre package for your business is another strategic way to achieve cost savings for your operation, often by purchasing tyres on a contract basis.
Tyre Retreads/Remoulds
Retreading, sometimes referred to as remoulding, is the process of replacing a tyre’s tread and, in some cases, its sidewall.
There are two primary processes employed for retreading tyres.
The cold process involves removing the tyre’s old tread from its casing and then replacing it by gluing a new, pre-cured tread onto the existing casing.
In contrast, the hot process sees the tyre’s casing completely stripped of both its sidewalls and tread. The tyre is then rebuilt using hot vulcanized rubber, which is subsequently “cooked” to create the appearance and performance characteristics of a nearly new tyre.
When considering the purchase of a retreaded tyre, it is essential to ensure that it bears the e-mark, which signifies its approval as a vehicle component for sale within the EU.
TyreSafe Partners with Fleet Operator Recognition Scheme (FORS)
TyreSafe acknowledges the help and support of the Fleet Operator Recognition Scheme (FORS) in the compilation of this advice.
Read more about our partnership here
