Making quality count

The old saying “you get what you pay for” is acutely appropriate when it comes to choosing the best tyres to use in ports.

The tyre sector is one that needs a great deal of precise attention; and these demands are compounded by the harsh working environment of ports.

Laurence Turnbull of DURAtread describes port tyres as "quite specific, especially on reachstackers and RTGs".

"While the size of tyre may be similar to a tyre used on other vehicles, the use is entirely different. For optimum and safe use, the correct tyre type in terms of rating, construction and compound has to be selected.”

In terms of attention, port operators will find that the right tyres need sufficient investment. This isn't just confined to the initial purchase, but for subsequent tyre management, which demands attention for both efficiency and safety.

But let's backtrack and look at the sort of tyres that are particularly suitable for ports. There are many familiar manufacturer names, including Nokian, Alliance and DURAtread.

Terry Evans, group engineering manager of Gulftainer Company Ltd, says that there are premium quality brand tyres available in the market – these are the ones that last the longest and will reduce operational expenses.

“Selecting the quality tyre - considering performance, durability, productivity, and reduction of operational expenses in the long run - should normally be the best choices,” says Mr Evans. He adds that it is highly advisable to analyse test results of the tyres available before making the purchase. “No matter which machine and usage, there is always the best tyre available for that application.”

So port operators need to consider a number of factors when making their selection of tyre. An initial factor is to look at the manufacturer's reputation, and whether it's well known for producing good quality tyres.

Three key elements should be cost, life and availability – a good, durable tyre that's readily available will allow for an easy choice. The decision should then be down to each individual port operator, as they will have different requirements with regards to port application and the vehicles applicable. Another factor to bear in mind is whether the technology of the tyre is current and in step with current trends.

It is vital that the port operator makes the right decision. As a DP World spokesman comments, this makes all the difference with regards to port operations. “A good choice of tyres can decrease maintenance costs and increase safety while a bad choice can have the opposite results.”

Terry Evans adds that the wrong tyre choice can lead to all sorts of problems. “It can increase down time, which in turn, leads to loss of productivity, due to factors such as premature failures and punctures.

“The wrong tyre choice can also lead to an increase in fuel consumption, due to high rolling resistance (for example: non-radial tyres). There is also the risk of frequent punctures and damages on Bias/Nylon tyres, which will affect port operations considerably. And finally, the wrong tyre can affect the vehicle operational safety.”

In order to improve both safety and tyre shelf life (and reduce costs and downtime in the process), port operators should bear a number of factors in mind. “You need to know the tyre pressures that your fleet needs to run,” says Laurence Turnbull. “It sounds basic but your tyre men may not be aware of the special pressures that port operations use, in view of the high loads and reduced speeds.

"Some port tyres operate at some of the highest pressures for standard vehicles in service anywhere, so the communication of the correct pressures to be used is critical.”

Pressures must be set in conjunction with the recommendations set by both the vehicle and the tyre manufacturers – but the port operator needs to know their own weights, speeds and conditions of use. “Only by knowing that, can effective tyre pressures be recommended.”

Mr Turnbull adds that port operators must ensure that air inflation devices and compressors are rated to the pressures required. Reachstackers, RTGs, and mobile harbour cranes all operate at pressures of up to 10 bar (145psi), yet often the compressors that are being used to inflate them cannot reach those levels.

“Of course, at these pressures, personal safety is critical so all personnel must be trained to use the correct devices, and correct safety equipment, especially during initial inflation of new tyres.”

The inflators should also be checked to make sure that they are the correct diameter. “Large tyres require large bore inflators,” says Mr Turnbull. “Often, for ease we see them adapted to standard truck valve bore. This increases the inflation time necessary to inflate tyres by three times, a massive waste of time if it is available, and a sure-fire guarantee that they will not be inflated if the vehicle is quickly needed back out on the yard.”

Port operators need to bear other factors in mind, too, such as the type of tyre. The size of the tyre may be like a tyre for other vehicles, but when it comes to usage, it's a different ball game, and so port operators need to consider the right tyre in relation to rating, construction and compound for safe, efficient use.

Tyres used for ports differ from tyres used on the roads: “Unlike vehicles on open roads that can encounter a multitude of unknown road hazards, by careful initial design, and good maintenance afterwards, the port surface can be designed to be tyre friendly,” says Mr Turnbull. “But as in any operation, there are hazards.”
Such hazards include the wire ropes on STS cranes under which the terminal tractors run. “These often have steel ropes replaces, and there is always some debris of sharp wires that you can find on the port surface which will penetrate tyres,” says Mr Turnbull.

“Simple routines like using sweepers, or running some vehicles like pick ups with magnets on bars close to the surface can dramatically reduce the incidence of these types of problems, picking up the bolts and nails that are found on any port surface as well.

“Finally with regard to surfaces, make sure that any refuelling area is kept clean of diesel, and that any workshops are not soaked in oil. Any vehicle coming for service will stand in that, the tyres will absorb the oil, and it will significantly shorten the tyre life by contamination.”

Tyre checks and management are therefore necessary to ensure both safe operation and maximum efficiency. The DP World spokesman says that tyres should be checked visually by operators on a daily basis. They are also to undergo pressure, tyre tread depth, sidewall damage checks as part of a weekly comprehensive check.

“Safety is the single most important benefit of tyre monitoring, and with low pressure being the factor that most jeopardises safety and tyre life, correct operating pressures help maximise return on investment in tyres.”

Mr Evans expands on the subject of tyre management: “Tyre management service requires very high professional standards, and investment in data recording equipment and highly dedicated disciplined manpower, to record running hours/data on each and every vehicle, on a daily basis.

“Strict rigorous inflation pressures and regular vehicle maintenance are required to get optimum results. Presently, no tyre or professional companies are known to offer this 100% tyre management service linked with their supply offers, though partial services are given on demand like pressure checks or tyre repairs.”