(Introduction, results, summary) (PDF, 69 kB) - Queensland Mining ...

North Queensland Tyre Fitters 

Workshop Meeting 

Minutes and 

Recommendations Report 

Location: RSL Townsville 

Date: 2 September 2004 

Participants 

Adrian Angus Wheels and Rims Manager 

Anthony Cole CQML Mtce Supervisor 

Anthony Martin PCPL Rio Tinto Tyre Fitter/ Supervisor 

Bill Whalen Theiss Mtce Superintendent 

Chris Little CQML Supervisor 

Darran Lysaght Klinge Tyre Fitter/ Supervisor 

Daryl McLennan Xstrata Tyre Fitter/ Supervisor 

David McAlpin HMP Construction Mtce Supervisor 

David Reece NRM Inspector of Mines 

Denis Clark Bridgestone Manager 

Edie Hartmann Klinge Support Officer 

Graham Robinson Goodyear Trainer 

Grant McLennan Giant Tyre Vulcanisers Owner 

Greg Scalan Zinifex Mine S&H Manager 

Ian Neill Roche Mining General Manager 

Joe Ahern BMA Coal Tyre Fitter 

John Smith NRM Inspector of Mines 

Karl Krajewski Rimex 

Kevin Cockburn Roche Mining Tyre Manager 

Lance Schmidt Foxleigh Mining Mtce Supervisor 

Loch Bennett Xstrata Ernest Henry Tyre Fitter/ Supervisor 

Peter Power NRM Inspector of Mines 

Phil Harradence Tyre Fitter 

Rob Armstrong Bridgestone Manager 

Rob O'Sullivan NRM Inspector of Mines 

Ron McConchie BMA Coal S&H Manager 

Russel Scaroni Theiss Mtce Superintendent 

Scott Laing Roche Mining Tyre Fitter/ Supervisor 

Tilman Rasche Klinge Manager 

Tyre Fitters Workshop Townsville 2 Sep 2004: Minutes and Report. Author: Peter Power Page 1

Table of Contents 

1.0 Introduction .........................................................................................................3 

2.0 Objective Outcomes of the Workshop..........................................................3 

2.1 Short Term Goals.................................................................................................3 

2.2 Longer Term Goals..............................................................................................3 

5.0 Specific areas of discussion included: ..........................................................3 

6.0 Results of Workshop .........................................................................................4 

6.1 Presentations ........................................................................................................4 

6.1.1 Bridgestone Presentation ..............................................................................4 

6.1.2 NRM Presentation on Fatal Accidents..........................................................5 

6.1.3 Roche Mining Presentation on Century Mine Operation .............................5 

6.1.4 Giant Tyre Vulcanisers Presentation ............................................................5 

6.2 General Discussion ..............................................................................................5 

6.3 Issues Identified and Proffered Throughout the Workshop.................................5 

6.4 Summary of Workshop Identified Issues.............................................................5 

6.4.1 Tyre handling equipment. .............................................................................5 

6.4.2 The practicality of some of the requirements of AS4457.............................6 

6.4.3 Wheel and Rim serviceability standards, Appendix B AS4457 Classification 

of Defects. ..............................................................................................................7 

6.4.4 Training of Tyre Serviceman........................................................................7 

7.0 Other Issues Raised ...........................................................................................7 

7.1 Workshop Issues Highlighted..............................................................................7 

7.2 Studs, Torque and Tension ..................................................................................9 

8.0 Summary of Recommended Comments to AS4457 Committee............9 

9.0 Summary ............................................................................................................11 

Appendix 1: NRM Presentation...........................................................................12 

Appendix 2: Bridgestone Presentation.................................................................13 

Appendix 3 Giant Tyre Vulcanisers Draft Standard for Tyre Repairs ................30 

Appendix 4: Tyre Workshop Meeting Items/Issues ............................................32 

Appendix 5 Suitability of Wheeled Loaders........................................................39 

Appendix 6: Stud and wheel nut information......................................................41 

Appendix 7: Fusible Links...................................................................................42 


1.0 Introduction 

A one-day Tyre Fitter’s workshop was held at the Townsville RSL on 2 September 

2004. Participants were invited from the majority of mining operations in Queensland 

where 57 and 63-inch rims are in use. The make up of the participants included tyre 

fitters (serviceman) and their manager/supervisor from coal and metalliferous mining 

sites, tyre manufacturers representatives from Bridgestone and Goodyear, rim 

repairer/manufacturers from Rimex and Wheels and Rim, a Mine Operator and 

representatives from the Department of Natural Resources and Mines. 

2.0 Objective Outcomes of the Workshop 

2.1 Short Term Goals 

1) This workshop was held to identify any current and emerging issues with 

regards to tyre fitting of very large heavy earthmover tyres by involving and 

consulting with experienced personnel from the mining industry. 

2) If time permitted to consider and discuss solutions. 

2.2 Longer Term Goals 

1) Distribute minutes of workshop to all participants for comment. 

2) To distribute ratified minutes to all of the mining industry and other 

pertinent bodies within 5 weeks of issuing first draft. 

3) Tyre fitters and managers to conduct risk assessments where appropriate on 

any identified issues, not already effectively dealt with, upon returning to 

their sites and receiving this information. 

4) NRM to approach manufacturers and industry with identified issues and 

where required seek engineering solutions. 

5) To provide feedback where appropriate to the Australian Standards 

Committee with recommendations for changes to AS4457. 

Prior to the workshop each tyre fitter and manager was requested to think about the 

following discussions points. These points were discussed at length in the workshop. 

Time was made available for each site and or individual to present any information 

regarding the discussion points or any other issues that they believed to be relevant. 

5.0 Specific areas of discussion included: 

1) Tyre inflation pressure during removal and fitting. What do site procedures 

recommend and are they practical. 


2) Tyre manipulation equipment problems. Current equipment has difficulties 

in manipulating large tyres at low pressures. 

3) Removal of tapered mounted rims from large haul fleet equipment. What are 

the difficulties for tyre fitters? 

4) 5 and 7 piece rims, are there any problems 

5) Any other issues identified by tyre fitters 

6.0 Results of Workshop 

6.1 Presentations 

6.1.1 Bridgestone Presentation 

A presentation was given from Bridgestone on tyres and rims with clear 

definition of a tyre explosion and a tyre burst condition. Presentation attached. 

Some of the key points included: 

1) Tyres can explode with as little as 5% oxygen. 

2) A 53.80 R63 tyre has 51,135 litres of air at normal cold operating pressure. 

3) Tyre rubber ignition temperature approx 400°. 

4) Tyre bonding breaks down at 105°. 

5) Valve caps prevent leaks. 

6) Improbable an external fire will cause an internal fire due to rubber being a 

very good insulator. 

7) Vehicles should be isolated for 12 hours after contact with power lines. 

8) Tyre explosions result in many times the force of normal inflation 

pressure. Tyre carcass FOS 7. A new tyre will explode if pressure is above 

50 atmospheres (700 psi). 

9) Tyres should not be reinflated if run at below 60% of normal inflation 

pressure. 

10) During a tyre fire a fusible link in the valve line ensures the tyre deflates. 

There are purpose built fusible links available see Appendix 7. 


6.1.2 NRM Presentation on Fatal Accidents 

A presentation (attached) was given by the NRM on recent fatal incidents in the 

USA, Canada and Australia involving tyre fitters. Two common causes were 

applying heat to the rim of an inflated tyre and being crushed by falling tyres. 

6.1.3 Roche Mining Presentation on Century Mine Operation 

Roche Mining gave a presentation on the Century operations and some of the 

general issues regarding tyre fitting. Some of the identified issues included the 

integrity of the tyre and rim assembly if handled below 15 psi and valve 

damage to 630Es. 

6.1.4 Giant Tyre Vulcanisers Presentation 

Giant Tyre Vulcanisers gave a presentation on tyre repairing. They suggested 

that a standard should be adopted universally for identifying tyre repair. They 

produced a draft that identifies three levels of damage markings, which will 

make it easy for personnel to identify the extent of belt/tyre damage that has 

been effected in a repair. 

6.2 General Discussion 

Following this NRM facilitated a session discussing the significant issues regarding 

tyre fitting, rim maintenance and servicing. After lunch the group was divided into 

two syndicates. Tyre servicemen were taken to a separate room and the remainder of 

the group stayed behind in the main auditorium. The two groups were recombined 

later in the day to wrap up the workshop. 

6.3 Issues Identified and Proffered Throughout the Workshop 

There were a large number of issues identified and discussed during the workshop. 

The attached spreadsheet summarises all of those issues. There are four distinctive 

areas, in which the majority of the issues can be captured, with some overlap. These 

include: 

1) Tyre handling equipment. 

2) The practicality of some of the requirements of AS4457. 

3) Wheel and Rim serviceability standards. 

4) Training competencies for tyre servicemen. 

6.4 Summary of Workshop Identified Issues 

6.4.1 Tyre handling equipment. 

1) The large tyres, at 40.00 and larger, cannot be manipulated/handled by the 

equipment currently used on mine sites without having a pressure significantly 

higher than stipulated by AS4457 and without greatly increasing the potential 

for the tyre to fall from the grippers, particularly when wet, and to cause 

structural damage to the tyre belts from over compressing. The word handling 


and manipulating refer to the time the tyre or tyre and rim assembly is being 

handled when not bolted to the truck or in storage etc. The equipment used to 

grip the tyres has grown up from the days when tyres were not as large as they 

are today. 

2) Visibility is better on fork lift style tyre handling equipment. Forklift may be a 

better option that FEL and it potentially removes a person from between 

vehicle and tyre. 

I have been provided with information from Keith Larsen, Manager Engineering 

Services, Hastings Deering, regarding the suitability of wheeled loaders for tyre 

handling activities. I have included his comments in Appendix 5. In summary he says 

that such equipment is not specifically designed for precision positioning particularly 

for Z bar and parallelogram type linkages. This is because the tilt cylinder and lift 

cylinder linkages are mechanically interconnected and the lift and tilt cylinder forces 

react against each other, largely independent of load but rather dependant on lift arm 

position and bucket orientation. In these cases larger tilt cylinder forces against their 

stops can induce reactive pressures in the lift cylinders above their relief. This may 

induce the lift arms to lower momentarily and have uncontrolled movement. Sites that 

use this style of equipment need to ensure that the risk from using wheeled loaders 

with such mechanical linkages during tyre fitting activities is acceptable. 

6.4.2 The practicality of some of the requirements of AS4457 

1) 3.2.3 Maximum pressure of 35kPa for tapered mounted rims. There is no 

one particular pressure that will suffice all situations. There is a variation 

between mine sites using identical tyre sizes in terms of the pressures 

identified in Standard Operating Procedures for handling them. Tyres should 

not be handled with pressure unless the integrity of the components is 

established. As stated above the large tyres, 40.00R57 and larger, cannot be 

managed well at 35kpa. (My comment: Ensure that your site has well developed 

procedures for these tasks built up on risk assessment process.) It is anticipated that 

the issues of tyre pressure will be engineered out through better-designed tyre 

handling equipment however I the interim the topic of maximum pressures is 

presently an issue. 

2) A9.1 A tyre which has been run flat or in a severely under inflated 

condition should not be fitted or inflated until the integrity of the tyre has 

been established. The integrity of the rim components must be established 

also. This comment needs to be included in A9.1. Tyres run at under 60% of 

normal inflation pressure should fall into this category also. 

3) A9.2 (b) Connect an air line with a clip on chuck and preferably inline 

pressure gauge to the valve assembly. The airline should also be long 

enough to allow the tyre servicemen to stand away from any exploding 

components. There should be a ‘T’ piece in the line, at a remote location, 


that allows the servicemen to immediately drop the air from the tyre should 

something go wrong during the inflation. This could be a recommendation 

for inclusion in A9.2 of AS4457. 

4) Consideration to be given to suggestion by Giant Tyre Vulcanisers to 

include a standard for tyre repair identification in AS4457. Tyre repair 

identification process should be standardised and communicated for 

transportability of competence. Development of standard and definitions of 

repairs to be standardised. See attached draft from Giant Tyre Vulcanisers. 

6.4.3 Wheel and Rim serviceability standards, Appendix B AS4457 Classification of 

Defects. 

AS 4457 calls for identification/inspection of wheels and rims and gives 

instructions regarding repairs required but does not give serviceability limits for 

components. A general serviceability limit for wheels and rims are required. 

This could include hours of operation before removal for testing and a standard 

to compare against for when is a rim non serviceable. When should a rim be 

designated as unserviceable etc? How many times should a rim be serviced 

before being replaced? How much material can be machined off the back 

section of the rim? See point 5 under section 8.0. 

6.4.4 Training of Tyre Serviceman. 

A lot of discussion was generated by the Tyre Servicemen regarding the 

specialised era that tyre fitting training is now entering. It was also discussed by 

the main group. In summary tyres are getting larger, rims are becoming more 

diversified and the task of tyre fitting is becoming further specialised. It is 

suggested that the training competency 1032 and 1031 require review. 

The intention is to now pursue these topics to a satisfactory resolution and to produce 

a safety bulletin on tyre and rim safety that includes clear reference to the issues 

raised at the workshop, good industry practice regarding tyres and rims and reference 

to legislation and other relevant documents. 

7.0 Other Issues Raised 

7.1 Workshop Issues Highlighted 

There were other observations and issues raised during the workshop some of which 

have been discussed above. The remainder of the issues are included below and as 

mentioned are included in Appendix 1. Participants are invited to offer/nominate any 

specific recommendations or comments regarding these issues. All of the comments 

collected from the workshop will become part of the information included in the 

proposed safety bulletin. 


Other observations made by the workshop included: 

1) Most cracking occurring under lock ring and back taper area. Cracks in the 

pressure section may not become an issue until the cleats are released. 

2) Plastic deformation occurring on rims after certain operating and pressure 

conditions. 

3) Manufacturers are responsive to changes/developments; this needs to 

continue. 

4) There is concern with equipment manufacturers not keeping pace with 

wheel/rim/tyre improvements, particularly with local improvements. The 

main concern here is with 63-inch rims. There are currently only three 

manufacturers, (Rimex,Topy and Titan), with 2 of those supplying around 

95% of the market (Rimex and Topy). The forces on this wheel are such that 

the standard HDT designs are non-performing, even where original 

equipment manufacturers have dramatically increased the quality of their 

wheels. 

5) Retaining force is reduced for every retorque that is carried out. Wheel 

spins, studs fatigue. Stud replacement. This is potentially a significant issue. 

Major improvement in clocking vs. sequential torqueing. See 7.2 below. 

6) Stamping of all components. Some sites package all of the components after 

repair to avoid mismatch. 

7) Lock ring tab / retainer hoop “sure lock” found on some rims was designed 

to tyre inflation if lock ring was crocked. It may inadvertently prevent lock 

ring from physically coming out of gutter unless tyre is completely deflated 

and the bead seat band depressed. Needs to be followed up. 

8) There are also lock ring locks and clamps, which will increase the integrity 

and security of the seating of the lock ring. 

9) Concern was raised over Tyre Servicemen working alone on night shift. 

Night shift is usually a period of higher fatigue and Tyre fitting is a critical 

task containing a high amount of potential energy, not the same as operating 

a laptop computer. 

10) Can be difficultly getting an 830E pos 4 or 5 rim to free up some times. 

Nowhere to effectively jack rim between chassis and rim base. Most jacking 

occurs on the back flange. 

11) There can be seating problems with Dresser phase 2. 100% pressure often 

required seating tyre on bead seat. 


7.2 Studs, Torque and Tension 

RIMEX has provided information in relation to the relationship between torque, 

friction and tension achieved on wheel studs. The information is included in 

Appendix 6. In summary torquing a wheel nut to a specified tension does not 

necessarily mean that the desired tension will be achieved in the wheel stud, 

particularly where dirt, rust and other impediments are involved in increasing the 

friction resisting torque. In one test, with a new wheel nut and stud, the desired 

tension was achieved through the first torque but after releasing the nut and 

retorquing the nut to the same torque the tension was reduced by approximately 

15% due to galling on the wheel nut from the first torque. 

Other points raised include an indication that tapered rims may require more 

retorques than a knave plated wheel. Sites should closely review their retorquing 

procedures and determine that the required tension in the wheel stud is being 

maintained and careful consideration to be given to a stud change-out policy. 

8.0 Summary of Recommended Comments to AS4457 Committee 

These comments will be recommended to the AS4457 committee for review. 

1) The maximum pressure of 35kPa for tapered mounted rims is not practical 

for very large earthmover tyres. There is no one particular pressure that will 

suffice all situations. There is a variation between mine sites using identical 

tyre sizes in terms of the pressures identified in Standard Operating 

Procedures for handling them. Tyres should not be handled with pressure 

unless the integrity of the components is established. As stated above the 

large tyres, 40.00R57 and larger, cannot be managed well at 35kpa. The 

larger 55.80 R63 tyres may need up to 200kPa inflation pressure to be 

managed by the tyre manipulator. These problems are exacerbated in wet 

weather. 

2) During reinflation of a tyre the airline should also be long enough to allow 

the tyre servicemen to stand away from any exploding components. There 

should be a ‘T’ piece in the line, at a remote location, that allows the 

servicemen to immediately drop the air from the tyre should something go 

wrong during the inflation. A fusible link in the valve line in the event of a 

tyre fire adds another level of control. 

3) A tyre which has been run flat or in a severely under inflated condition 

should not be fitted or inflated until the integrity of the tyre and the integrity 

of the rim components has been established. Participants in the workshop 

said that if the inflation pressure had dropped to or below a certain pressure 

during operation then the tyre should be removed for inspection and not 


einflated in situ. The ranges of pressure suggested for doing this was from 

80% to 60%. 

4) A repair standard that allows quick and easy identification of the extent of 

the repair made to a tyre from visual observation of the tyre when in position 

on truck, loader etc is recommended. Consideration to be given to 

suggestion by Giant Tyre Vulcanisers draft standard to include as a standard 

for tyre repair identification in AS4457. 

5) AS 4457 calls for identification/inspection of wheels and rims and gives 

instructions regarding repairs required but does not give serviceability limits 

for components. A general serviceability limit for wheels and rims is 

required. This includes hours of operation before removal for testing and a 

standard to compare against for when is a rim non serviceable. When should 

a rim be designated as unserviceable etc? How many times should a rim be 

serviced before being replaced? How much material can be machined off the 

back section of the rim. Wheel and rim manufacturers to assist in the 

provision of information for AS4457 committee. RIMEX has provided the 

following comments with respect to this point. 

i. General Serviceability Limits: Hours of Operation 

Currently the industry standard is around 15000hrs for all rims and has 

worked thus far. Some sites have different hours for different 

machines. RIMEX are currently running a program in Queensland and 

NSW where snapshots are taken. This involves sending in batches of 

rims at increasing hours to find out at what hourly service interval 

problems begin to arise. Once problems start to surface at a certain 

service interval RIMEX will reduce the hourly service interval by 10% 

and designate that interval as the testing point. Currently on 930E 

TSR’s (63”) RIMEX have increased the hours of testing to 20000hrs. 

This is an ongoing program. 

ii. When should a rim be designated as unserviceable etc 

RIMEX have suggested that an objective measure maybe to check the 

the pitting on centre bands and sections. The Australian Standard for 

pressure vessels identifies a maximum of 15% of depth of parent 

metal. RIMEX have seen pitting over 20% and fail these rims, even if 

test shows no cracking in sections. 

iii. How many times should a rim be serviced before being 

replaced? 

RIMEX suggest that after one back section and or one gutter section is 

replaced. The amount a wheel diameter shrinks when cut or welded is 

surprisingly large and leads to a fair amount of heat stress-weakening 

the rim. 


iv. How much material can be machined off the back section of 

the rim 

This section of the rim is not intended to be machined save only for 

skimming raised edges from metal flow. RIMEX state why make a 

heavier wheel to counteract failures then machine back when there is 

no need. RIMEX are concerned that this practice of machining the 

back section is used to machine out cracking, which is deemed as 

repairing and the standard AS4457 stipulates that repairs shall not be 

carried out on back or gutter sections. I agree with this. 

9.0 Summary 

Can interested parties please provide feedback on any particular issues they would 

like to proceed with or pursue to resolution? In the feedback please identify the 

actionable item/issue you wish to pursue, the proposed course of action, the 

responsible parties and intended time frames. 

Can participants please indicate where the validity, relevance and accuracy of the 

comments made in this report are incorrect? 

With respect to point 7 under section 7.0 can participants comment on the particular 

issue of lock ring retainer hoops attached to the bead seat band. Could I have your 

comments regarding this as a recommendation across the board. 

I have set a deadline of the 11 of October 2004 for receiving your comments. After 

this date I will take all of the information provided, edit the draft report, compile an 

actionable item list and distribute to the respective parties. The information will be 

provided to the mining industry in Australia, manufacturers and suppliers of tyres 

and rims to the mining industry and the AS4457 committee. 

A safety bulletin will be drafted and sent to the participants for comment and review 

and then released to all of the mining industry. 

In the interests of maintaining momentum and reviewing progress it is proposed that 

another meeting be held with the participants within 6 months of the first meeting. I 

tentatively suggest the Thursday the 10 February 2005. 

Thankyou all for your participation and efforts made to date. With continual effort 

we will bring about change for the improvement of safety and health within the 

mining industry regarding OTR tyres and rims.

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