The Recall System Needs Fixing
How tire recalls are supposed to function appears simple and seamless. So, you figure there has to be a fly in this particular ointment and, indeed, there is. In the 38-year history of the National Highway Traffic Safety Administration’s recall process, only 20-percent of potentially dangerous tires have actually been taken off the roadway.One reason the recovery rate seems incomprehensible low is that some of the tires subject to the recall have already been replaced by the vehicle owner. The process leading up to a recall involves analyzing complaints, either by the manufacturer or the NHTSA. So, it’s safe to assume tires have years and miles on them before a recall is initiated.
Two major issues stand between a functional tire recall system and what actually exists: tire registration and tire identification and tracking.
Believe it or not, when you go to your local tire dealer to buy new tires, you should register those tires at the purchase point. During 2009, the tire industry is projected to turn out 356 million tires and 80-percent of those will be sold on the aftermarket through tire dealers. Federal regulations require the dealer to provide the registration cards to customers but according to the NHTSA and the Rubber Manufacturers Association, only 10-percent of tires are actually registered. CIMS Inc., an Akron, Ohio registration services firm puts that number at 28.6-percent. In some cases, the manufacturer simply does not supply the registration cards to the dealer; in others, the dealer may neglect the process. And, finally, in our rush to get back on the road, we brush the card aside. In the process, we’ve basically severed our tires with any potential recall process.
Approximately 30 million tires are purchased as used and the registration requirements do not apply.
When the recall involves tires mounted on new vehicles, like the Ford Explorer/Firestone recall, the tire manufacturer has to work with the automaker and its dealer network to identify consumers based on the Vehicle Identification Number (VIN) and tire lot records.
An even more complex problem is tracing individual tires. The NHTSA requires each tire to carry a Tire Identification Number (TIN). This 11-digit number identifies the plant of origin as well as the week and year of manufacture. Given the parameters, thousands of tires will carry the same TIN with no individual tire identification. As the tire moves through the system, from manufacturer to automaker or wholesaler to retailer to consumer, the TIN is often ignored. There is no automated method to capture the identification number.
While the TIN system was developed to assist the NHTSA in the event of a recall, it can also be used to determine the age of the tire. Back in the 1970s, when the system was initiated, the tire industry maintained that ties were not perishable. Since then, studies have indicated tires deteriorate over time with or without actual use. Even the proverbial “little old lady from Pasadena” should replace her tires every six to 10 years, even if the tread is still sufficient. So, age does matter.
The TIN is printed on the inside of the mounted sidewall. For a consumer to check the identification, he would have to crawl under his car with a flashlight.
Unlike the multiply-flawed registration system, there is a logical solution to identify tires: a Radio Frequency Identification (RFID) chip embedded in the tire and readable with a simple hand-held scanner. Whether embedded or fixed to the sidewall, a tag the size of a grain of rice can help the dealer track and fully identify tires. The technology has been used by commercial truck and aircraft fleets to guarantee regular service. Tires used by NASCAR teams use RFID to track their high performance tires. The technology is available now, it’s just up to the tire industry to incorporate it into consumer tires.
If you have been involved in a tire-related accident, contact us using the form on the right and we’ll help you locate an attorney.
You must log in to post a comment.