## 1 Introduction  
Regardless of the industry branch in question, reducing costs and increasing productivity is highly important to all companies. With regard to tire manufacturers, it is necessary to develop solutions that reduce the amount of production scraps and allow the company to meet modern standards. As the part of a vehicle that is directly responsible for safety during travel, a tire should be reliable. In the high-volume production of tires, environmental protection aspects should also be taken into account. Rubber waste, which is used as an alternative fuel (energy recovery), is responsible for 6% of the global CO2 emissions [1]. Thus, the constantly developing strategies for dealing with used tires through material [2, 3] and product [4] recycling are not by themselves sufficient to maximize the use of rubber as a raw material. The existing driving systems and fuels that are based on alternative energy sources create numerous challenges for the tire industry in terms of achieving ever lower tire rolling resistance [5, 6]. Moreover, thanks to EU-standardized labels [7] that help compare performances in areas such as wet grip, fuel efficiency, and noise, informed users can easily choose the safest and most economical and comfortable tires. The intensification of the development of electric cars, which is related to decisions made by the European Parliamentthat are motivated by zero emissions transport [8], has also generated new tire construction methods that are more difficult to carry out. This translates into minimizing the weight of the tire by constantly reducing its cross-sectional area. This leads to significant problems in terms of meeting tire physical uniformity limits, which are constantly being narrowed by car manufacturers. Physical uniformity is one of the qualitative aspects that proves the homogenous structure of the tire, which is also a measure of its ability to run smoothly without vibrations [9]. It consists of a package of physical quantities that are measured for each tire before it leaves the factory. There are radial phenomena, including RFV (radial force variation), static balance, dynamic balance, and RRO (radial runout), and lateral phenomena, such as the LFV (lateral force variation), LRO (lateral runout), LRP (the highest and the lowest points measured in the tire's shoulder area), and CON (conicity). They describe factors including equal weight distribution on the circumference of the tire [10], which directly translates into the mechanism of its wear [11]. In addition to the influence of the tread pattern [12], this is another one of the factors that affects the tire's noise emission during its rolling motion. Ensuring the uniformity of tires at the assumed level therefore contributes to increasing their durability and predictable behaviors in road traffic for the duration of their usage. Regarding quantities describing uniformity, it is worth paying attention to conicity, which is also called the \"cone effect\". Specifically, this is the tendency of a tire to pull the vehicle (left or right) out of its intended trajectory. It is associated with the lack of symmetry and off-centeredness of the tire's components relative to its axle. The inability to measure the dimensional symmetry of the materials used in an already vulcanized tire makes it necessary to determine its conicity, which can be said to be the result of the symmetry of the tire components. Conicity describes a tire's ability to maintain the track set by the vehicle's suspension system. Depending on the market (country) for which a given tire is designed, an appropriate belt application sequence is used (Figure 1). In radial passenger car tires, there is usually a 10-20 mm width difference between tread ply 1 and tread ply 2; the difference at the top of this scale may be used to compensate for the impact of the asymmetric tread pattern.