Caravans have tyre issues that are not encountered with the average car tyre.
For a start, the wear patterns on caravan and trailer tyres are different to cars and 4wd’s as the weight loadings are generally higher.
This problem can be added to by the owner illegally overloading the ‘van over its permitted weight behind the axle by putting in those extras like a barbecue, chairs, table, outdoor lights and a tent, as well as that extra water for the shower, that are a ‘must’ for the holidays.
Recently we came across an interesting article by Lex Talamo for the Shreveport Times. It deals with the problem caused by people illegally dumping old tyres across the outskirts of Shreveport and its adjoining countryside in Louisiana.
The first car tyres were white, not black, as the colour comes from the carbon black that is added to the tyre during manufacture to greatly improve wear and heat dissipation.
The natural colour of rubber is an off-white and the gleaming colour of those early tyres came from zinc oxide added to the mix.
Although they did look stylish they did not have great durability. Read More
Aircraft tyres on a commercial jet are an amazing example of advanced design and manufacture. After all they have to hit the tarmac and after an initial skid accelerate to 170 miles per hour and safely support the weight of a small office building.
But after six months, or 300 landings, they need replacement.
Although some can find further use on farm equipment or backhoes, most are ground into crumbed rubber for use in playgrounds and sporting fields.
Unfortunately, there is a limit on how much can be used for these purposes. Inevitably a large percentage is burnt as furnace fuel.
It was very familiar to Australian car owners in the 50s and 60s, particularly if they had to take the tyre off the rim to repair a puncture.
A tyre with an inner tube was universal in the days when car tyres were made by the bias-ply method.
It was so called because the layers of rubberised cords were embedded in the rubber in alternating diagonal layers at a 55-degree angle to the rim.
But that technology was replaced by the radial method of tyre construction which are steel-belted with the ply cords radiating at 90-degrees to the wheel rim.
You may think an end-of-life tyre must be an old tyre and vice versa.
While that is often the case, there are some notable exceptions.
The sizes of tyres also vary considerably, which is why there is a standard measure that allows us to more easily calculate the recycling value of any end of life tyre. Read More
As you may know, we have created a world-first tyre recycling process to turn end-of-life car tyres into oil, carbon and steel.
Most people readily see the use of oil and steel. But what about the carbon?
Find out the many varied, and at times surprising uses of recycled carbon.
Commercial operations and academic researchers alike are discovering that breaking down a vulcanized tire into materials of a high-enough grade to use in new, high-quality car tires is no easy task.
Elements of tires are traditionally recycled into playgrounds, roads and concrete.
More recent possibilities include hard plastics, coatings, ceramics and paper.