While there are many different types of OTR tires, and a wide variety of tread patterns depending on the exact application the tires will be used for, there is some basic OTR tire terminology that helps describe the basic makeup of OTR tires.

Typically earthmoving and other OTR tires are composite products that are manufactured from steel, rubber compounds, and other synthetic or textile reinforcements. The terminology below refers to a tubeless, radial ply tire with a steel carcass.

Basic Terminology for OTR Tires

Imagine a tubeless tire cut away into sections. On the outside is the tread, and on the inside, the chafer. In between there are a number of layers each of which has its own function.

• Tread is the outside layer of OTR tires that primarily provides traction, but also protects the carcass of the tire below. This is the part of the tire that comes into direct contact with the road or gravel surface OTR vehicles or equipment travel on. Additonally:
  • Tread groove is the space between rows of tread.
  • Tread depth is the measurement from the surface of the tread to the bottom of tread grooves.
  • Tread design refers to the pattern formed by the tread grooves and other tread elements.
  • Tread pattern is the term used to describe the overall structure of the tire tread.
  • Tread lugs and tread voids form part of the tread pattern. The lugs come into contact with the road or other terrain, while the voids are the spaces between the lugs.
• Carcass is another word for the tire casing and refers to the main body of OTR tires that consists of body plies and wire beads. It doesn’t include the tread of the tire or its sidewall.
• Belt package is comprised of a number of low-angle, steel cord layers that provide the tire with strength. This layer also stabilizes OTR tires and prevents any form of penetration into the carcass of the tire.
• Radial ply is that part of the tire that transmits load, steering and braking forces between the road and the wheel. It also withstands burst loads of OTR tires when they are subjected to operating pressure. The ply may comprise one or two layers that are impact and heat resistant.
  • Ply rating or load range are the terms used to describe the carrying capacity of tires in relation to the vehicle.
• Inner liner is a compounded rubber layer specifically found in tubeless tires. It prevents loss of air from the tire and in this way maintains air pressure in the tire.
• Sidewall is found at the sides of OTR tires. This layer covers everything but the tread and belt package, protecting the ply and helping to withstand weathering and flexing.
  • Sidewall strength refers to the resistance of OTR tires to tears and punctures in the sides of the tires. Tires with greater sidewall strength will be more resistant to flex, even when the tire has been aired down to a relatively low pressure.
• Bead bundle refers to a steel rim of sorts that sits outside the sidewall, and seats the tire. It also seals the tire on the rim and effectively maintains its position.
• Apex is found over the bead bundle in the form of rubber filler in the bead and lower part of the sidewall. Its function is to provide progressive transition from the bead bundle zone – which is stiff – to the flexible rubber tire wall.
• Chafer takes the form of a hard rubber layer that is able to resist erosion of the bead area by the rim flange.

If you would like to know more about OTR tires, or want to purchase the right type for your vehicles and OTR equipment, contact OTR Tires Worldwide.

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It’s important to realize that not all OTR are the same. Even OTR tires made for mining trucks and other all-terrain environments are not all the same. Rather, there are OTR tire that are intended for mine service, for cranes and haulage, for graders and scrapers, and others that are made specifically for front loaders or dump trucks. Tough OTR tires can also be custom-designed for specific site conditions.

What construction work and mining tires generally do have in common is tread patterns that result in really good traction; cut-resistant sidewalls; and ultimately, designs that ensure construction and mining tires will have a reliable long life – provided of course they are properly maintained.

Xtreme OTR Tire Company, Ltd manufactures Coach Master LOAD OTR tires for use in tough construction and mining conditions. Some of the information that follows is generic, some is based on this brand.

Tread Patterns for OTR Tires

Different types of OTR tires have completely different tread patterns because they have been designed specifically for different equipment and operations, including loaders and graders, high speed cranes, and mining trucks. You won’t be able to tell just by looking at the tread whether it is suitable or not; but a knowledgeable dealer will be able to advise.

Tires with different treads are manufactured in different sizes.

Sizes of OTR Tires

The size of OTR tires used for mining and construction work will also depend on the vehicle and its function. So, for instance a 12.00R24 might be suitable for some forklift trucks, as well as loaders and dozers operating in quarries and mines where the environment is really rocky. The number – in this case 12 – refers to the aspect ratio of the tire, which relates to the height of the sidewall. The R that follows shows that the tire has radial construction, and the number 24 is the diameter of the rim in inches.

Some size 17.5R25 are also intended for use on loaders and dozers operating in a rocky environment. These generally have a nice thick tread and cut-resistant sidewalls. Some 18.00R25 and 18.00R33 OTR tires have the same features as these, while others of the same size have a tread that is designed specifically for mining operations and road conditions that are particularly rough.

There are larger 20.5R25 OTR, 23.5R25, 26.5R25, 27.00R49 and 29.5R25 tires that have cut-resistant sidewalls too, and a thick tread for loaders and dozers operating in quarries and mines. Even bigger 21.00R33, 21.00R35, 24.00R35, 26.5R25 and 29.5R25 tires have an axle drive tread that has been designed for rough road conditions, including mining.

For equipment and vehicles that need really big tires, both the Coach Master LOAD OTR 30.00 R51 (CM06) and 33.00R51 (CM06) are perfect. These were developed for axle drive and the tread is ideal for mining and any other road conditions that are rough. They have a really good grip and like other CM tires designed for this purpose, are resistant to punctures.

Remember that not all OTR tires have cut-resistant sidewalls, so it’s important to check this feature.

If you are in the market for OTR tires that are suitable for mining vehicles, front loaders and other mining and construction equipment, contact the Xtreme OTR Tire Company, Ltd today for more information and advice. We will also supply a competitive quotation for a container load of top quality OTR tires.

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Of course mining and construction companies will choose the earthmoving equipment they need to do the jobs at hand, particularly when it comes to front loaders. But when these begin to age and the tires need changing, that’s when problems often happen.

First of all it’s essential to use the right tires for front-end loaders, graders and other earthmoving equipment. Then it’s vital to maintain the tires to keep them going for as long as possible.

The Concept of OTR Tires

Targeted at the construction and mining industries, and used for the equipment used by these industries (including front loaders), OTR tires are tough, and designed to take a regular beating.

Technically you could describe both industrial and agricultural tires as OTR – because both are off the road tires. But the tire industry is a lot more specific. For instance, even though heavy tires manufactured for trucks are also tough, they are not categorized as OTR tires, even though some are designed specifically for use off-road.

First off, more than half of OTR tires are radial, and not bias. Also they come in different sizes.

• Small OTR tires range from 10.00R20 to 17.5R25 sizes and do sometimes include 15-inch tires, depending on the manufacturer.
• Medium OTR tires range from 20.5R25 to 23.5R25 in size and include 18.00R25.
• Large OTR tires start at 24.00R35 and generally increase to 26.5R25, but include both 29.5R25 and 29.5R29.
• Giant OTR tires are 24.00R49 and include the 63-inch sizes.

Demand for very big (specifically large and giant) OTR tires has dropped substantially in recent years, primarily because of a slowdown in mining operations worldwide. The construction industry has also slowed down a bit, but is expected to recover quite quickly. Ultimately, reports indicate that the demand for all OTR tires (including industrial and agricultural tires) is set to grow at around 4.4 percent all the way to 2020.

One very important growth factor relates to the aggregate mining sector, which of course relates directly to the construction industry. This involves the use of front loaders in quarries, where they are used to mine sand and stone that is used primarily for concrete work in industry.

Importance of Maintaining Tough OTR Tires

As tough as they are, if the OTR tires used for front loaders and mining tires aren’t properly maintained then they’re not going to perform the way they should.

A good first step is to initiate an on-site maintenance program that will regularly assess mining tires and those used for front loaders. Basically what this does is to introduce a procedure that will make sure tire pressure is maintained, and tire damage and wear is assessed at regular intervals.

When you replace OTR tires it is also very important to make sure that they have been properly manufactured for use to the highest specifications. For instance, front loaders really do need tires that are manufactured for use doing heavy-duty construction tasks. Ultimately those manufactured for general industrial or agriculture use aren’t going to cut it.

Also be sure to buy OTR tires that have liability insurance and some sort of warranty.

For helpful advice and friendly service call the Xtreme OTR Tire Company. Specialist suppliers for OTR tires intended for mining trucks, cranes, graders and front-end loaders, we will do all we can to help simply your choice, and ensure you get what you need to do the job.

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The working environment for mining and construction work is typically extremely harsh, and front-end loaders must be able to cope in these rugged conditions. This means that heavy-duty mining tires, and those used for front loaders, must have very good traction provided by the tread of the tire. Since the tread undergoes severe strain when it rides over uneven, often rocky ground, pit-like grooves can form, particularly in front tires. For this reason, off-the-road (OTR) tires should have cut-resistant sidewalls, and an overall design that will provide a long life and will be reliable.

It’s not enough for OTR tires to be tough on the ground. Additionally, owners and operators must be sure to maintain the OTR tires they use for mining and front loaders. Tire pressure must always be maintained according to the manufacturer’s recommendations, and they should be regularly assessed for wear and tear and for damage. Most reputable OTR tire manufacturers provide on-site programs that assist customers in terms of tire maintenance. They will also provide tire liability insurance as well as tire warranties.

The Importance of Maintaining OTR Tires

Monitoring the tread of tires is essential for all tires, but vital for mining tires and those used on front loaders in the construction industry. The reasons are threefold:

1. The safety of operators depends on the reliability of the tires used on the heavy equipment they drive. The environment they work in can easily result in a blowout if tires aren’t properly maintained, and blowouts can cause nasty accidents.
2. In the event of a blowout, or even just front loaders being pulled out of action because of worn tires, there will be unnecessary downtime, which in turn can impact on profitability.
3. If OTR construction and mining tires are not properly maintained, and they wear unevenly, this will shorten the life of tires, which also has financial implications. Even tire pressure that is too high can have an effect as the center of the tire tread will has to bear most of the weight of the front loaders and other equipment used.

Tread depth is critical to the performance of tires, especially OTR tires that are tough on the ground. Camber and inclination angles can be adjusted, but when the depth of tread is reduced to 0.16 cm (3/50^th in) it is vital to replace the tire. Often operators of front loaders will be alerted that tires need to be replaced because traction is reduced.

But it’s not just the tread that should be checked. It is also essential to check the general condition of OTR tires frequently, especially mining tires and those on front loaders. Punctures are usually obvious, but cuts and cracks can often be overlooked until the damage is so great the tire has to be replaced, or there is a blowout.

Routine pressure testing is essential, and tires must be adjusted regularly. Partial wear, where grooves and pits start to form, is more common in front tires, but can happen in rear tires as well. While this kind of damage might be caused by rough terrain, it might also be caused by undue wear of parts in steering and suspension systems. So regular servicing of all vehicles and equipment is also extremely important.

Xtreme OTR Tire Company (XOTC) tires are especially tough, having been manufactured to the most stringent quality standards. We recommend our Coach Master LOAD USA and OTR tires for mining and construction. These are well priced, and XOTC provides tire liability insurance and a limited tire warranty for your peace of mind. Contact us for more information and pricing details.

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Construction machinery is expensive to operate and their OTR tires tend to wear out quickly due to the constant use. OTR tires are under enormous pressure because they are often carrying heavy loads. This causes quite a bit of heat buildup regardless of the time of year and heat is a major threat to the longevity of your tires. If you don’t do everything you can to reduce the heat as much as possible then you will be in the market for new OTR tires in no time.

Most heat buildup in OTR tires is caused by a combination of two things:

• Being overloaded with too much weight
• Being driven to fast

Either one is a problem on its own but if you do both together you can almost guarantee a blowout. When you overload your vehicle, it will cause your tire to stretch out of shape. If a tire isn’t round it causes extra stress on all of the other parts of the wheel and can cause damage or failure. So, when you drive fast on top of that, it causes more damage with every revolution of the tire plus a major increase in heat through friction.

If you want to keep your OTR tires in good condition, keep the speed and weight down while following these tips:

• Give the vehicle time to cool down by resting it overnight or over a weekend.
• Always park the vehicle in the shade in hot weather.
• Park the vehicle on an even, flat surface.
• Check your tires before letting it sit to make sure that there is not debris underneath that might cause a tire to crack as it cools.
• Store the extra OTR tires in a cool, dry place away from any chemicals or work zones that could cause damage.

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While all OTR tires need to be tough, they are certainly not all the same.

Since they are used in numerous environments for a lot of different industries, it is vital that the OTR tires you have fitted meet the needs of the task, whether its earth moving, construction, road works, forestry, mining or handling goods in a port. At the same time, while the requirements of specific OTR tires vary according to industry applications, there are some common prerequisites to take into consideration, including durability, reliability, stability, robustness and traction.

Additionally, you need to consider tire size, including the overall dimensions, as well as the structure of the casing, tread depth, pattern and wear capabilities. Bead shape, load and speed capacities, cut puncture and rolling resistance, as well as flotation and sidewall protectors are also important.

Generic Types of OTR Tires for an Earth Mover

The two basic types of tire are bias and radial. Both types are available for OTR earth moving equipment, although radial tires are generally more popular.

Bias tires are made from overlapping rubber plies that are designed to create a layer that is thick and inflexible. They can carry heavier loads than radial tires – which can be useful moving earth – but they can be less stable, particularly around corners. Also higher friction tends to result in faster wear as well as higher fuel consumption.

Radial tires are based on a newer concept and made so that the tread and sidewall are not solid, but rather work independently of each other. Originally developed by Michelin, they have better traction and a longer life. There is considerably less potential damage from the ground because of greater shock absorption, and this translates to lower maintenance for earth moving equipment. Operator comfort is better, and productivity is greater with less fuel consumption than when bias tires are used.

Different OTR Tire Brands

Many owners and earth mover operators will continue to use whatever brand of OTR tire came with the machine. But this isn’t a necessity. There are a number of brands on the market from various major manufacturers based in different parts of the world. Xtreme OTR Tire supplies both new tires and retreads worldwide.

If you aren’t sure which OTR Earth Mover tires to choose for your equipment, it’s advisable to get advice from the experts. We are just a call away or can be contacted online.

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Conversely, misusing the functions or operating machines in a way that will cause premature wear of components will increase user risk and can impact significantly on efficiency and productivity.

This is why it is so important for operators to be properly trained, even if they have a great deal of prior experience. A common criticism from manufacturers is that operators don’t realize how new machines have changed technologically and they continue to operate them the way they did decades ago. In addition to training, all operators should also familiarize themselves with the manufacturer’s manual that outlines the correct techniques that should be followed when operating the loader. Manuals also describe ways operators can increase their own comfort and improve productivity.

Tips to Improve Operation and Maintenance

Even though loader functions do differ between brands, these six top tips will help ensure front loader machinery is operated and maintained in the best possible way.

1. Maintain buckers correctly

Buckets take a beating during operation, so it is vital that they are correctly maintained. For instance, if buckets aren’t greased regularly, the front pin is likely to wear much too quickly. Wear plates on the front should also be turned or replaced regularly to extend the life of the bucket.

It is also important to use the right bucket for the job. When operators use the “wrong” bucket, for example one that doesn’t easily enter the material they are loading, this puts unnecessary stress on the front pins and bushings and can easily damage the bucket and even add to fuel costs. Using buckets suited to materials and applications enables a more efficient operation and minimizes wear of front-end components.

2. Use brakes properly and declutch

Most loader brakes work with friction that generates heat, so if the brakes are over-applied, they are likely to overheat and wear out more quickly. This can also cause premature break failure. To avoid this, operators should learn to slow down before they plan to stop and let the weight of the heavy machine slow it down before they apply the brakes.

Operators should also be trained to declutch effectively instead of driving through the brakes as they would when driving a truck or hopper. This is another cause of excessive wear to brakes. Instead, operators need to realize that declutch neutralizes the transmission and enables them to work the hydraulics so the machine doesn’t pull against the brake.

3. Save the clutch

Using the clutch instead of the brakes also causes unnecessary wear and tear. Commonly operators use high-speed shifts using the transmission and torque convertors to change direction and then the accelerator to move forward. Because they avoid using the brakes, these expensive components often overheat and fail prematurely.

Some front loader machinery has safeguards that override operators. For instance the Volvo Optishift larger loaders automatically apply the brake when operators perform these high-speed shifts. Essentially the machine takes care of the problem and protects itself – but not all machines do this. John Deere loaders are protected against overheating to prevent further damage. Other so-called “intelligent” loaders are able to warn operators when there are problems, before there is any damage.

4. Warm up before operation

When athletes skip warm-up before racing or competing, they often end up with injuries. The same applies to front loader machinery that needs to be warmed up according to the manufacturer’s instruction before use. It isn’t rocket science to realize that warm oil lubricates and travels better than cold oil. Also, hydraulics and axles only warm up once the machine starts working, so it takes a little while for it to achieve full performance.

5. Follow good shutdown procedures

Proper shutdown is as important as warm-up. If large diesel engines are not allowed to idle and cool down for at least two to three minutes before shutting down, the turbo will still be spinning really fast, but oil won’t be going to the turbocharger. This will generally result in a whole lot of unnecessary and often costly wear and tear, especially as the bearings can easily run dry.

6. Take care of tires

There are several factors that can lead to both premature wear and even the failure of front loader tires. One of the most common factors is caused by operators who spin the tires without using the differential locks to ensure power is distributed to the two front tires instead of just one of them. Tire spinning can also be the result of using the wrong type of tire on one or even on all the wheels – either the vehicle or the surface the loader is being driven on. For instance a dirt surface requires a much more aggressive and tractive treat pattern than asphalt or concrete.

Incorrect inflation is another factor that commonly results in excessive wear and tear. Low air pressure in radial tires results in heat buildup, because the tires will overheat if the sidewall isn’t kept stiff. This results in the rubber compound degrading, and the tires generally have to be replaced prematurely.

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The good news is that it really doesn’t take much to do regular inspections and ensure that a maintenance routine is followed.

Here are some valuable tips for owners of OTR skid steer tires:

• Clean the tires regularly Be sure to hose your tires down routinely because this will make them easier to inspect. When you do the inspection, look out for bumps, bubbles, cracks and bumps, and anything that might have become lodged in the rubber that could make the tire unstable or puncture it.
• Check the tread often It doesn’t take much time to do a quick visual check of tire treads, and if there is uneven wear, you can often pick it up in time to swap the tires around before damage gets so bad you have to replace the tires completely. It’s quite common with skid steers for one set of tires to wear faster (either rear or front) and for this reason it’s a good idea to rotate the tires whenever there is evidence of uneven wear and tear. Ultimately this will have the effect of extending the life of all your tires.
• Make sure all four tires are engaged when the equipment is operated Correct operation of equipment is paramount and could save you a lot of money on tires. When the skid steer is operated so that all the tires are engaged on the ground, you will find that there is less wear on the tires. The reason for this is that if the bucket is too far below a load, the front tires often lift of the ground slightly, and this tends to place stress on the back tires. Proper training of drivers is therefore essential.
• Watch out for destructive debris It is a fact of life that skid steers generally work in areas where debris is present, and that this can be destructive to tires. Of course it depends on the nature of the debris, but this kind of environment invites punctures and other damage. Drivers of equipment using skid steer tires must be careful and they should be advised to avoid any form of litter. Remember that foam-filled OTR skid steer tires can leak if they are punctured and pneumatic tires very often go flat. Avoidance is best!
• Protect the rims of skid steer tires It’s not expensive to replace the rims of OTR skim steer tires, but there is usually quite expensive “downtime” when they have to be replaced. What happens when rims “catch” any sort of object, the retaining rims pop off. For this reason it’s a very good idea to use tires that have rim protectors incorporated in their design.
• Monitor tire pressure The first thing to do is read the manual; this will give you the information you need in terms of acceptable tire pressure. Generally, with pneumatic tires, if it’s too low you are going to waste fuel, and if it’s too high, you are more like to get flat tires. Either way, wear and tear is likely to be uneven. With this in mind, it’s a good idea to buy a reliable tire gauge and to use it to check the pressure of tires at least once a week (though the ideal would be to test daily if the skid steer is in regular use.)
• Store skid steer tires correctly If tires are exposed to sunlight constantly, or even just often, they are more likely to expand and crack. For this reason skid steer tires should always be stored in a place that is cool and dry, whether they are spares or fitted to equipment.
• Buy tire brands that are consistent There is a real danger when it comes to using mismatched tires LINK TO MISMATCHED TIRES ARTICLE with OTR vehicles and equipment, and it is vital to avoid installing different models or brands of tires. Because every brand and model within each brand has its own distinctive design, if tires are mismatched (in other words not consistent) this can cause uneven wear and tear, not only on the tires, but also on the skid steer. So be very careful!

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So why would anyone even consider using mismatched tires on their off the road (OTR) equipment?

There are many reasons, most of which are related to what are perceived to be money-saving strategies. So if one tire gets a puncture that is too bad to fix, or if the tread on one wears down more quickly than the others, why should you replace all the tires? Well maybe you don’t need to replace them all, but you do need to be aware of the dangers of using mismatched tires, particularly if you are buying tires for OTR equipment.

OTR Tires

Tires are tires, or are they? The answer is that while they have similarities, not all tires are the same whether manufactured for use on or off the road.

So what is an OTR tire?

Essentially OTR tires are engineered for purpose, to ensure that they will last as long as possible. They are intended for use with specific types of off-the-road vehicles, and are designed to take a huge amount of weight that will enable these vehicles to roll through less-than-normal conditions. While they aren’t all the same, there are recognized construction methods that are used for OTR tires. For instance:

• Some OTR vehicles have bias tires that have flexible cross-ply construction tires.
• Others have belted bias tires that offer improved tire performance.
• And in contrast with the other two types, radial tires combine design features of the previous two types, offering a number of benefits, but a rougher ride at lower speeds.

Why You Should Avoid Using Mismatched OTR Tires

The issue of using mismatched tires has nothing to do with aesthetics. Instead it has to do with potential damage to equipment and safety. At very least mismatched tires are likely to cause unnecessary wear and tear, and at most, they could be lethal and cause a deadly accident. Additionally, the irony is that by trying to save money by not matching tires, you are likely to end up having to replace more tires in a shorter period of time – which of course will cost a lot more in the long run.

Mismatching tires doesn’t just mean mixing tires from different manufacturers. If you mix new with worn tires, or tires with different thread designs or different thread depths, these could end up working against each other. Mixing tires of different construction (bias with radial tires for example) is also potentially damaging.

Apart from deliberately mismatching tires, it is also important to be aware that normal day-to-day tire wear will result in changes to the outside diameter (OD) of the tires. Even if they were exactly the same when fitted, over time, the tires can become mismatched, which will in itself result in accelerated tire wear and damage.

Ultimately, when a tire is removed for repair reasons, ensure that it is replaced with a tire of the same design, from the same manufacturer. Also check that the tread depth of the old tires is similar to the tread of the new tire.

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But tires have changed a lot since John Dunlop produced the first pneumatic tires for bicycles in 1888 and Andre Michelin produced the first pneumatic rubber tires for cars in 1895. Today about 30 different types of rubber are used to manufacture single tires, and their construction isn’t simple. Further, the Harmonized Tariff Schedule of the United States (HTSUS) has identified five different types of tires. These are:

1. Pneumatic tires that maintain their shape with air pressure. They either have an inner tube filled with air, or are tubeless with a radial ply that resists air through constructed layers of rubber. The latter is the standard on most of today’s automobiles.
2. Retreads made from used, sometimes slightly damaged pneumatic tires.
3. Semi-pneumatic tires that are hollow and are not pressurized. Lightweight and puncture proof, this type provides cushioning and is often used for items like wheelbarrows, shopping carts and lawn mowers. Most semi-pneumatic tires are imported into the US as part of an assembly with a component wheel (wheelbarrows etc.)
4. Solid tires that are manufactured via a molding process using solid rubber that is sometimes combined with plastic compounds. This type is often used for forklift trucks as well as many light industrial vehicles, scooters, carts and lawn mowers.
5. Cushion tires that are constructed in a similar way to solid tires but have a sealed air space inside instead of pressurized air. Sometimes the inner cavity of the tire is filled with dense foam or even rubber.

But what has this got to do with US Customs and Border Protection (CBP)? The answer isn’t simple because it’s got to do largely with imports and money.

The US CBP’s most recently released figures indicate that in 2009 close to 121,700,000 tires worth more than $6.5 billion were imported in the United States. These figures were only for tires used on cars and trucks and they excluded those used for heavy equipment.

CPB Legislation and Tires

Customs legislation relating to tires isn’t new, but it has changed dramatically since the first Tariff Act of 1930. In December 1993 the Customs Modernization Act (officially the North American Free Trade Agreement Implementation Act that is now dubbed the Mod Act) introduced two concepts:

1. Informed compliance
2. Shared responsibility

The idea was to maximize voluntary compliance with the US CBP laws. But for the trade community to be able to be responsible and comply, they need to be informed. For this reason, in April 2014, the US Department of Homeland Security published a 28-page “informed compliance publication” titled What Every Member of the Trade Community Should Know About: Tires that is based on the CBP’s interpretation of the law. Information in the publication includes:

• Tire terminology that explains parts of the tire and tread and other terms.
• An explanation of different types of tires (see above).
• Sidewall markings, some but not all of which are mandatory.
• Classification of tires in terms of the HTSUS (see below).
• The physical characteristics of tires, including size, weight, load capacity, speed rating and tread pattern.
• Various “carborundum” factors including the expectation of end-users (purchasers), the kind of trade where the tires will be sold, and how these products will be advertised and displayed.

How Tires Are Classified Under The HTSUS

Having said that there are five types of tires, the HTSUS classifies only three of these, and in two categories:

1. New pneumatic tires made of rubber, and
2. Used or retreaded pneumatic tires and solid tires that are non-pneumatic.

A further classification lists and reviews new pneumatic tires according to their use on:

• motor cars, including racing cars and station wagons,
• trucks and buses,
• aircraft,
• motorcycles, and
• bicycles,

as well as agricultural or forestry vehicles and machines that may or may not have a herring-bone or similar tread.

The publication also discusses the Presidential Proclamation made by President Barack Obama in 2009 that addressed “market disruption of certain passenger vehicle and light truck tires” that were exported to the US from China.

Presidential Proclamation Concerning Tires

Even though President Obama’s proclamation of September 2009 expired in September 2012, together with investigations by the US International Trade Commission it resulted in certain additional payment being required when certain tires are imported. This is a primary reason why it is so important for the trade community to understand how different tires are classified.

Essentially the proclamation imposed additional duties on new pneumatic rubber tires imported to the US from China. More specifically, the tires affected were those intended for use on all motorcars excluding racing cars, as well as sport utility vehicles, vans, and “on-the-highway” light trucks. Further, all passenger car tires (including those used on antique passenger cars) are included in this specification, whether radial or non-radial. All “terrain vehicle” tires are excluded. However, tires cannot be identified according to vehicle types.

Additionally, the proclamation states that other classification factors including design, tolerances, markings, and intended use are based on “carborundum” factors rather than importers’ claimed uses.

For more information please contact the US CBP website. http://www.cbp.gov

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