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Retreading is a safe, efficient and environmentally friendly way to breathe new life into worn tyres: The "worn-out" tread of the tyre is replaced with a brand-new one and this means that the tyre can be used again! Unfortunately, however, not every tyre can be retreaded. The requirements are: bullet The tyre was used correctly in its "first life", driven with the right air pressure and treated with care. bullet The tyre's frame, the carcass, is not seriously damaged. Retreading saves over 500,000 tonnes of crude oil in the EU every year. bullet Retreads save the user a great deal of money, since they will do about the same mileage as new tyres, but cost only 45-60% of the price of a comparable new tyre. bullet While retreading does not eliminate the need to dispose of old tyres, it does delay it considerably. This helps keep down the fast-growing cost of disposal and takes the pressure off landfills.

NBSTC owns many depots in West Bengal to station their buses.It is one of the oldest State Transport Undertaking in India. NBSTC received national productivity award in the year 1996. It is deeply weaved with the social,financial, cultural life of the peoples of this region.

Retreads and their place on the market The proportion of retreads on the replacement car and truck tyre market in Europe still varies widely. bullet For car tyres, retreads make up only 1-2% of the market in Switzerland and the Netherlands, but this figure rises to over 20% in Scandinavia. In Germany, retreads account for around 10% of car tyres, a proportion which rises to 20% for winter tyres. bullet For truck tyres, the proportion of retreads is much higher, ranging from around 40% in Spain to over 70% in Finland. In Germany and France, retreads make up around half of the replacement tyre market for trucks. Over 15 million truck and bus tyres are used every year across the EU. Of these, around 8 million are new tyres, and over 6 million are retreads. Retreading plays a particularly important role in aircraft tyres, which are subjected to extreme stresses. Aircraft tyres have to withstand huge strain at speeds of over 250 km/h, and undergo retreading after around 150 take-off and landing manoeuvres. Retreading can take place up to twelve times. The testing procedures are naturally very stringent here, and safety takes top priority. Less investment is required on the part of the retreading plant (no expensive moulds) and lower follow-up costs, since it is the material supplier who updates the range of moulds. bullet A wide range of tread types are available, allowing the optimum tread to be selected for the tyre application. bullet The comparatively low investment costs involved mean that decentralised, smaller production units can be operated. This means lower logistics costs and makes the operator more flexible and closer to his customers. bullet The precure retreading process is kind to the carcass, since vulcanisation temperatures are lower and put less strain on the rubber-metal bonds in the carcass. Heat build-up in the tyre, rolling resistance and other tyre properties are often easier to assess than with hot retreading. bullet With comparable tread geometries, the running performance of a precured retread is often better than a hot retread and the same as an equivalent new tyre.

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