My forecast for radio frequency identification (RFID) tags in truck tires was mostly cloudy in early 2012. There was a lot of talk regarding field tests and blue-sky benefits but no real solutions. Fast-forward about a year and a half, and Michelin announced that it is making its patents for RFID technology available at no cost in order to promote it in the truck tire industry. The main condition is that whomever uses the technology must agree to execute it in compliance with international standards established by several tire companies. According to Michelin, “The adoption of a single...standard is a key element to accelerate the deployment of this technology.”
This should clear the way for other tire companies to follow suit and begin incorporating RFID so fleets can easily track their tires and retreads from cradle to grave. Most of them are already working on it, so the release of Michelin’s patents should make compliance with a harmonized global standard more likely than not. It also sets an example for everyone else to do the same and further ensures there will be a single worldwide protocol for RFID in truck tires.
One of the big mysteries is how far will it go? Michelin reported that it was able to monitor pressure and temperature on buses during the 2012 Summer Olympics in London by linking the data from a tire pressure monitoring system (TPMS) sensor to the RFID tag. An RFID tag allows the tracking of truck tires and retreads electronically so an instant digital footprint of the fleet is virtually a few clicks away. However, there are two main issues that need to be addressed before we get carried away with the possibilities.
First, the commercial truck tire and wheel service industry as a whole is nowhere near prepared to manage this technology. In order for most fleets to benefit from RFID, there has to be uniformity across the system. This means each individual vendor must have the necessary equipment and trained technicians to gather the data. It also means they need the capability to transmit the information electronically. Finally, there must be a universal electronic tool so the data can be gathered on any truck tire with RFID and transmitted directly to the fleet. Without those elements in place, RFID is destined to fail at the dealer level.
Second, fleets must decide how much information they want. Simple tracking of the assets and linking them to field surveys will save some time, but the logjam of physically checking the inflation pressure and recording and entering the data remains. RFID can be expected to speed up the process to some degree, but the truly measurable gains will only be associated when linking RFID and TPMS so the technician can eliminate those steps. And if the fleet wants to have the capability of writing data to the RFID, then the benefits must be clearly outlined because it may come at a premium.
RFID really isn’t all that scary. Any backlash from the commercial tire dealers should be minimal, as long as there is one universal electronic tool that covers all manufacturers. Most of them will see it as another opportunity to solidify relationships by providing services that others are not willing or able to provide. But it’s still different, which means the natural fear of change will cause some initial growing pains. Standardization is still the key to long-term success. As long as fleets demand global harmonization from tire companies, the long-term outlook for RFID should continue to improve.
One of the big mysteries is how far will it go? Michelin reported that it was able to monitor pressure and temperature on buses during the 2012 Summer Olympics in London by linking the data from a tire pressure monitoring system (TPMS) sensor to the RFID tag. An RFID tag allows the tracking of truck tires and retreads electronically so an instant digital footprint of the fleet is virtually a few clicks away. However, there are two main issues that need to be addressed before we get carried away with the possibilities.
First, the commercial truck tire and wheel service industry as a whole is nowhere near prepared to manage this technology. In order for most fleets to benefit from RFID, there has to be uniformity across the system. This means each individual vendor must have the necessary equipment and trained technicians to gather the data. It also means they need the capability to transmit the information electronically. Finally, there must be a universal electronic tool so the data can be gathered on any truck tire with RFID and transmitted directly to the fleet. Without those elements in place, RFID is destined to fail at the dealer level.
Second, fleets must decide how much information they want. Simple tracking of the assets and linking them to field surveys will save some time, but the logjam of physically checking the inflation pressure and recording and entering the data remains. RFID can be expected to speed up the process to some degree, but the truly measurable gains will only be associated when linking RFID and TPMS so the technician can eliminate those steps. And if the fleet wants to have the capability of writing data to the RFID, then the benefits must be clearly outlined because it may come at a premium.
RFID really isn’t all that scary. Any backlash from the commercial tire dealers should be minimal, as long as there is one universal electronic tool that covers all manufacturers. Most of them will see it as another opportunity to solidify relationships by providing services that others are not willing or able to provide. But it’s still different, which means the natural fear of change will cause some initial growing pains. Standardization is still the key to long-term success. As long as fleets demand global harmonization from tire companies, the long-term outlook for RFID should continue to improve.
