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Consolidated Chassis Management LLC (CCM)
Maintenance & Repair Procedures Manual
Version 3.0
Effective Date: January 1, 2012
Page 2 of 52
CCM M&R Procedures Manual
Version 3.0 1/1/2012
Table of Contents
Topic Pages Changes to Manual Version 3.0 3
Section 1 – Introduction 4
CCM Systematic Maintenance Program for All CCM Pools 4 - 6
Section 2 - Identifying need of repair 7
Section 3 – Repair Criteria:
Table A – Structural Criteria (Excluding Legs) 8 – 12
Table B – Structural Criteria (Legs) 13 – 14
Table C – Securing Devices 15
Table D – Sliding Assembly 15
Table E – Brake Systems 17 - 21
Table F – Electrical 22 - 23
Table G – Tires 23 - 25
Table H – Wheel Group 26
Table I – Suspension 27 - 28
Table J – Miscellaneous 29
Section 4 – Chassis Induction (COOP) 30 - 31
Section 5 – Chassis Removal 32
Section 6 – Tires
Tire Specifications – Recaps 33 – 34
Tire Specifications – OEM 35
Tube Handling & Inspection 34 - 35
Tire Airing 35 – 37
Replacement Program 38 – 39
Section 7 – Auto Approvals 39 - 40
Section 8 – Damage Recovery 40 – 42
Section 9 – Wheel End M&R Procedure 43 – 45
Section 10 – Miscellaneous Procedures for PM 45
Section 12 – CCM Audit Safety Checks 46
Acknowledgement 47
Appendixes
M&R VENDOR SELF AUDIT
TIRE SAFETY
USED RIM INSPECTION PROCEDURE
Page 3 of 52
CCM M&R Procedures Manual
Version 3.0 1/1/2012
Changes to CCM M&R Manual Version 3.0
Page Subject Paragraph Description of Change
Page 5 Inspection Criteria RCD Revised RCD Codes
Page 5 Inspection Criteria RDC Changes to RCD descriptions
Page 5 CCM SMP 3rd
from top Change of wording in italics
Page 6 CCM SMP 1st
paragraph NEW (bold lettering)
Page 6 CCM SMP Original 1st
paragraph Deleted
Page 6 Section 2.0 2nd
paragraph DVIR added in bold
Page 9 Main Rails Action Required Change cracks/broken welds
Page 14 Table B Crank Handle Retainer When Missing
Page 23 Table G Tires Added ‘exposed tread’
Page 23 Table G Tread separation Added ‘when probed…’
Page 24 Table G Mismatched tires Changed to 3/8 inch
Page 25 Table G Rims Added additional criteria (2)
Page 27 Table I All Components Added Heat Dots
Page 31 Chassis Excluded 4.3.3.1 Added ‘rust jacking’
Page 32 Section 5 ALL Revised procedure.
Page 34 OEM Tire Spec Added tire brands
Page 34 OEM Tire Spec Changed Plunger/Durometer
Page 38 Tire Replacement 1st
Paragraph Updated Vendor Markup
Page 38 Tire Replacement 6.5.2 Changes in bold
Page 38 Tire Replacement 6.5.3.3 Added Why Made Code
Page 38/38 Tire Replacement 6.5.3.3 Added CCM Tire Log
Page 39 Tire Replacement 6.5.3.4 (PM) Various changes
Page 44 Section 9 Wheel end Amend grease and seal spec
Page 45 Section 10 Light Replacement Various changes
Several other changes were made to this document to account for CCM taking direct control of
the pools. Any questions on any of the change should be directed to Jim Reo, CCM Director of
Maintenance at 757-842-6897.
Page 4 of 52
CCM M&R Procedures Manual
Version 3.0 1/1/2012
Section 1- Introduction
1.0 Purpose of Manual
This manual is to be used in conjunction with the current edition IICL Guide for Container Chassis
Inspection and Maintenance Fourth Edition (IICL Chassis Guide) to ensure that all equipment managed
within the CCM pools is maintained in a safe, operable manner, and in full compliance with FMCSA
standards. It is the purpose of this manual to provide guidance to the Pool Managers, M&R Vendors,
and Pool Contributors on the policies and procedures for repairing and maintaining the equipment.
Procedures and standards describe the most economical practices and parts to maintain the safety
requirement.
1.1 Safety
CCM is dedicated to the safety of its employees, representatives, suppliers, contractors and the
general public. It is our objective to ensure that all equipment is prepared and operated in the
safest manner possible.
To this end it is the requirement of CCM that all parties repairing or causing to have CCM
equipment repaired, ensure that all Occupational Safety and Health Administration (OSHA) and
state safety requirements and procedures be observed at all times while inspecting and/or
repairing equipment.
1.2 CCM SYSTEMATIC MAINTENANCE PROCEDURE (SMP) FOR ALL CCM
OPERATED POOLS
OBJECTIVE
All chassis are to be systematically inspected, maintained and repaired to ensure compliance with
FMCSA regulations. Proper records must be kept of all inspections and repairs of intermodal equipment
(IME).
SYSTEMATIC MAINTENANCE
Systematic Maintenance is ongoing, everyday maintenance to ensure chassis are safe for travel on
public roadways. This includes visually inspecting components every time the chassis is repaired.
PERIODIC MAINTENANCE
Periodic Maintenance as defined by the FMCSA is an annual inspection of the IME, commonly known in
the industry as an FHWA or FMCSA inspection.
Page 5 of 52
CCM M&R Procedures Manual
Version 3.0 1/1/2012
AUDITS
As part of the Systematic Maintenance Program, CCM and the Pool Managers (PM) will conduct audits
of the pool M&R vendors to ensure their compliance with this policy. Additionally, it is incumbent upon
the M&R vendors to develop and implement a quality program of self-audits to ensure that CCM M&R
policies and procedures are followed.
INSPECTION CRITERIA
The following is a list of the components that must be visually inspected by M&R vendors whenever a
chassis is sent to a vendor to have repairs made, regardless of the type of defect actually reported:
1. Brakes
2. Lights - Lighting devices, lamps , markers, and conspicuity marking material
3. Wheel - Wheels, rims, lugs, tires
4. Air Line – All air line connections, hoses, and couplers
5. Coupling - King pin upper coupling device
6. Frame - Rails or support frames
7. Bolster - Tie down/bolsters
8. Fastener - Locking pins, clevises, clamps, or hooks and retainers and latches
9. Slider - Sliders or sliding frame lock
0. No Defects
For example, if a repair is made to a tail light because it is burned out, missing, broken, etc., the M&R
vendor should instruct his mechanics to also inspect and repair (if required) each of the items listed
above. These items are typically already among those inspected by the mechanic for additional repair
revenue.
INSPECTION RECORDS
It is imperative that the M&R vendor record each and every repair done to a chassis in the appropriate
pool M&R system and that those records be maintained in the system for a period as defined in Form D.
As part of the Systematic Maintenance Program for CCM, all records of chassis repairs, with the
exception of chassis having repairs only to tires or chassis being repaired through Roadability, must also
indicate that an inspection was performed. The M&R vendor is to instruct his mechanics to inspect the
entire chassis as guided by the nine items above and to either identify other repairs required or to
certify that the chassis does not need any additional repairs. Once the repair and inspection are
complete, the mechanic will indicate on the estimate that the inspection was performed. The Pool
Manager will ensure this inspection record is recorded with the repair estimate/invoice in the
appropriate M&R system. This will ensure inspections are properly recorded and maintained as part of
the systematic repair cycle.
Page 6 of 52
CCM M&R Procedures Manual
Version 3.0 1/1/2012
If using the CCM chassis.com M&R system, or Pool Stat 3, the M&R vendor must ensure, when
repairing a chassis identified as having either a DVIR or DVER against it, that the appropriate repair
type (DVIR REPAIR) be used when entering a Job Order (JO) into the system, and that the items
identified on the DVIR/DVER are inspected and repaired.
Beginning six months after the startup of the Systematic Maintenance Program, the PM will run a
monthly report listing all active chassis in the pool without either an inspection or repair record. The PM
will then run a query on those chassis to determine their location and, if located at a start/stop location,
place a hold on the chassis in order to have it inspected by the M&R vendor at that start/stop location.
If defects are found, the chassis is to be repaired per normal pool M&R procedures. This monthly
report will be run for active chassis only and will not include inactive chassis in long term storage.
Section 2 – Identifying the Need for Repair
2.0 General Inspection Requirements
Whenever a chassis is repaired for any reason, it is the M&R Vendor’s obligation to inspect the entire
chassis, and to either identify other repairs necessary, or to ensure that the chassis does not need any
additional repair.
While a systematic inspection is an essential part of the safe operation of an intermodal chassis,
valuable input must also be provided by the driver operating the equipment over the road. Problems
appearing from wear, in coupling as well as suspension, tracking, and brakes can be more readily
identified by the driver, therefore, input from the driver is considered essential and must be recorded
and fully investigated whenever such a report is provided (DVIR).
2.1 Inspection Criteria
All equipment is to be inspected in accordance with the U.S. Federal regulations governing chassis as
stated in Federal Motor Carrier Safety Administration (FMCSA) and National Highway Traffic Safety
Administration (NHTSA), specifically FMCSA 49CFR 390-396 and NHTSA 49CFR571.108 and 49 CFR
571.121. Repairs are to be to IICL standards for chassis. For a more detailed description of these
regulations please refer to the IICL Chassis Guide section 1.3 in its entirety. Inspectors and their
employers should also be aware of the Criteria for “Out Of Service” (OOS) as proposed by the
Commercial Vehicle Safety Alliance applied by the various Highway Patrol agencies.
This guide provides a suggested criterion for use in the determination of what is a repairable condition
in consideration of the applicable federal requirements and the preferred methods and extent of repair.
It should always be remembered however that the overriding consideration in all inspections and repair
operations is the ensured safe operation of the chassis.
Page 7 of 52
CCM M&R Procedures Manual
Version 3.0 1/1/2012
2.2 Determining Repair Worthiness
Any defect, whether caused by damage or wear is to be repaired if it affects the safe operation of the
unit. The defect should be noted on the Equipment Interchange Receipt (if applicable). In some
occasions of major damage (according to Pool guidelines) the repairs may be suspended pending the
possible scrapping or termination of the chassis.
2.3 Definitions of Wear & Damage
Wear damage is one or more defects caused by continuous deterioration in the physical
condition of the chassis resulting from normal use. For examples of wear please refer to the IICL
Chassis Guide Section 4.
2.4 Chassis Inspection Criteria
The following tables contain a list of components that should be inspected and corrective actions taken.
The components are classified as follows:
· Table A – Structure
· Table B – Landing Gear
· Table C – Securing Devices
· Table D – Slider Assemblies
· Table E – Brake System
· Table F – Electrical System
· Table G – Tires
· Table H – Wheel Group
· Table I – Suspension
· Table J – Miscellaneous
NOTE: Items which are required in accordance with FMCSA 49 CFR 393 & 396 and Appendix G to 49
CFR, Chapter III, Subchapter B are indicated in the table with “*”
Also note that while these Criteria are largely similar to the IICL Chassis guide, there is some difference
with regards to nonstructural high frequency repair items. All Criteria are based on the premise that all
equipment should be inspected and maintained to FMCSA Standards and repairs made to the current
edition of the IICL Container Chassis manual.
Pa
ge
8 o
f 5
2
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
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1/1
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Ta
ble
A
Str
uct
ure
Cri
teri
a (
ex
clu
din
g l
an
din
g g
ea
r)
C
om
po
ne
nt
Co
nd
itio
n
Act
ion
Re
qu
ire
d
All
ma
infr
am
e
com
po
ne
nts
, in
clu
din
g
cro
ssm
em
be
rs
* M
issi
ng
/ l
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se c
om
po
ne
nts
/ f
ast
en
ers
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ep
air
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pla
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*C
rack
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rok
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ste
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ep
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ny
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nd
itio
n,
loa
de
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r e
mp
ty,
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t ca
use
s fr
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e o
r
bo
dy
to
be
in
co
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ct w
ith
an
y m
ovi
ng
co
mp
on
en
t R
ep
air
/re
pla
ce a
s n
ece
ssa
ry a
fte
r d
ete
rmin
ati
on
of
cau
se
Kin
gp
in
Cra
cke
d/
chip
pe
d /
dis
tort
ed
. A
ny
mo
vem
en
t in
an
y
dir
ect
ion
; d
isto
rtio
n /
un
usu
al
we
ar
tha
t a
ffe
cts
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n
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pla
ce
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rn B
ey
on
d W
ea
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mit
s R
ep
lace
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pe
r C
ou
ple
r
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ke
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eld
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r cu
ts
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ir
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t/to
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mp
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ts
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ir/r
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ar/
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he
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rds
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ow
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it f
ifth
wh
ee
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nn
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ge
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in,
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ir/r
ep
lace
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cka
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in h
ole
s U
nb
lock
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ve
re c
orr
osi
on
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ep
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tem
s in
clu
de
d i
n i
nsp
ect
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re
qu
ire
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nts
of
U.S
. FM
CS
A 4
9 C
FR
39
3 a
nd
39
6,,
Ap
pe
nd
ix G
to
49
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, C
ha
pte
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I a
nd
Su
bch
ap
ter
B
Pa
ge
9 o
f 5
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CC
M M
&R
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s M
an
ua
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Ta
ble
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nt.
)
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mp
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eq
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ny
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ch a
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en
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etc
.
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am
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fro
m p
rop
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rin
g t
o t
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ssis
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ld c
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se d
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le
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rop
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air
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ce
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in r
ail
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ma
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ail
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sse
ts
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cke
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lds
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ut
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mp
on
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t
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am
ag
e p
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o t
he
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ssis
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ld c
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se d
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co
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r if
le
ft u
nre
pa
ire
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ts t
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ass
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rom
tra
ckin
g p
rop
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y,
rep
air
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ce
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lon
ga
tio
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f h
ole
in
we
b f
or
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ssa
ge
of
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din
g l
eg
sh
aft
If
elo
ng
ate
d t
o m
ore
th
an
5in
. (1
25
mm
) in
dia
me
ter
or
wit
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1"
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mm
) o
f m
ain
ra
il f
lan
ge
, re
pa
ir
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lste
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cke
d o
r b
rok
en
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lds
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pa
ir
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t o
r T
orn
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mp
on
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t R
ep
air
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
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on
tain
er
can
no
t b
e s
ecu
red
to
th
e c
ha
ssis
, R
ep
air
Se
ve
re C
orr
osi
on
R
ep
air
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
10
of
52
CC
M M
&R
Pro
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s M
an
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Ve
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n 3
.0
1/1
/20
12
Ta
ble
A
Str
uct
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teri
a (
ex
clu
din
g l
an
din
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r) (
Co
nt.
)
Co
mp
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t C
on
dit
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A
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n R
eq
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ed
Bo
lste
r g
uss
ets
Cra
cke
d/b
rok
en
we
lds
If c
rack
s e
xce
ed
20
% o
f to
tal
we
ld a
rea
or
it i
s fe
lt t
ha
t
com
po
ne
nt
wil
l co
me
off
du
rin
g u
se,
rew
eld
Cu
t o
r to
rn C
om
po
ne
nt
If d
am
ag
e p
reve
nts
a c
on
tain
er
fro
m p
rop
erl
y s
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rin
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o t
he
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ssis
, o
r w
ou
ld c
au
se d
am
ag
e t
o t
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co
nta
ine
r if
le
ft
un
rep
air
ed
, R
ep
air
/re
pla
ce
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y d
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rma
tio
n s
uch
as
a b
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ds,
bo
ws,
de
nts
, e
tc.
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am
ag
e p
reve
nts
a c
on
tain
er
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m p
rop
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y s
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rin
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o t
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ssis
, o
r w
ou
ld c
au
se d
am
ag
e t
o t
he
co
nta
ine
r if
le
ft
un
rep
air
ed
, R
ep
air
/re
pla
ce
Cro
ssm
em
be
r
Cu
t o
r to
rn
Cu
ts i
n u
pp
er
or
low
er
fla
ng
e t
ha
t w
ou
ld c
on
tact
th
e c
on
tain
er
an
d c
au
se d
am
ag
e o
r e
xte
nd
in
to t
he
ve
rtic
al
pla
ne
of
the
cro
ssm
em
be
r, r
ep
air
/re
pla
ce
*C
rack
ed
/bro
ke
n w
eld
s in
up
pe
r o
r lo
we
r fl
an
ge
at
ma
in
rail
or
gu
sse
t
Re
pa
ir o
nly
in
co
nju
nct
ion
wit
h F
MC
SA
/FH
WA
in
spe
ctio
n
*cr
ack
ed
/bro
ke
n w
eld
s in
th
e r
ad
ius
or
the
ve
rtic
al
pla
ne
of
an
y c
ross
me
mb
er
Re
pa
ir
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
11
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
A
Str
uct
ure
Cri
teri
a (
ex
clu
din
g l
an
din
g g
ea
r) (
Co
nt.
)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Cro
ssm
em
be
r (c
on
t’d
)
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If d
am
ag
e p
reve
nts
a c
on
tain
er
fro
m p
rop
erl
y s
ecu
rin
g t
o t
he
cha
ssis
, w
ou
ld c
au
se d
am
ag
e t
o t
he
co
nta
ine
r if
le
ft u
nre
pa
ire
d,
or
dis
turb
s th
e v
ert
ica
l w
eld
s to
th
e m
ain
Re
pa
ir/r
ep
lace
Se
ve
re C
orr
osi
on
R
ep
air
/re
pla
ce
Cro
ssm
em
be
r g
uss
ets
Cu
t C
om
po
ne
nt,
C
uts
in
up
pe
r o
r lo
we
r fl
an
ge
th
at
wo
uld
co
nta
ct t
he
co
nta
ine
r
an
d c
au
se d
am
ag
e
rep
air
/re
pla
ce
Cra
cke
d,
Bro
ke
n w
eld
s
If c
rack
s e
xce
ed
20
% o
f to
tal
we
ld a
rea
or
it i
s fe
lt t
ha
t
com
po
ne
nt
wil
l co
me
off
du
rin
g u
se,
rew
eld
. M
ino
r cr
ack
s
be
twe
en
cro
ssm
em
be
r a
nd
gu
sse
t u
pp
er
fla
ng
e a
re t
o b
e r
ep
air
ed
on
ly i
n c
on
jun
ctio
n w
ith
FM
CS
A/F
HW
A I
nsp
ect
ion
.
Un
de
rrid
e P
rote
ctio
n (
"IC
C
bu
mp
er"
)
Cu
t co
mp
on
en
t, c
rack
ed
/bro
ke
n w
eld
s R
ep
air
Mis
sin
g(i
f p
rovi
de
d o
rig
ina
lly
) o
r p
art
iall
y r
em
ov
ed
R
ep
air
/Re
pla
ce
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
De
form
ed
ov
er
2.0
in
. (5
0m
m)
ou
tsid
e r
ea
r p
lan
e o
f u
nit
OR
if
no
t
wit
hin
22
in.
(56
0m
m)
of
roa
d s
erv
ice
, O
R i
f to
uch
ing
sp
rin
gs/
tire
s/ a
ny
mo
vin
g c
om
po
ne
nt
un
de
r a
ny
co
nd
itio
n i
ncl
ud
ing
loa
din
g -
re
pa
ir/r
ep
lace
*
Ite
ms
incl
ud
ed
in
in
spe
ctio
n r
eq
uir
em
en
ts o
f U
.S.
FM
CS
A 4
9 C
FR
39
3 a
nd
39
6,,
Ap
pe
nd
ix G
to
49
CF
R ,
Ch
ap
ter
III
an
d S
ub
cha
pte
r B
Pa
ge
12
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
A
Str
uct
ure
Cri
teri
a (
ex
clu
din
g l
an
din
g g
ea
r) (
Co
nt.
)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Lig
ht
Bo
x
To
rn/c
rack
ed
/se
ve
re c
orr
osi
on
R
ep
air
/re
pla
ce
Loo
se
Re
secu
re
Be
nt
If a
ffe
ctin
g t
he
vis
ibil
ity
of
the
lig
hti
ng
OR
th
e s
ecu
rin
g o
f th
e
lig
hti
ng
OR
if
tou
chin
g t
ire
s o
r a
ny
oth
er
mo
vin
g c
om
po
ne
nt
un
de
r a
ny
co
nd
itio
n i
ncl
ud
ing
lo
ad
ing
, re
pa
ir
Mu
d f
lap
s
Cu
t o
r to
rn
If c
ut
3 i
nch
es
ho
rizo
nta
lly
at
the
mo
un
t b
rack
et
- re
pla
ce
Ho
led
If
ho
le i
s m
ore
th
an
2in
. (5
0m
m)
in d
iam
ete
r, r
ep
lace
Loo
se o
r m
issi
ng
fa
ste
ne
rs
If m
ore
th
an
on
e f
ast
en
er
mis
sin
g,
rep
air
/re
pla
ce
Imp
rop
er
len
gth
R
ep
air
/re
pla
ce
Mu
d f
lap
Bra
cke
t
Cu
t o
r to
rn
If i
t ca
n n
o l
on
ge
r p
rop
erl
y s
ecu
re w
ith
mu
dfl
ap
wit
ho
ut
da
ma
gin
g i
t, r
ep
air
/re
pla
ce
Cra
cke
r o
r b
rok
en
we
lds
Re
pa
ir
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If d
efo
rma
tio
n c
au
ses
the
mu
dfl
ap
or
bra
cke
ts t
o t
ou
ch t
he
tir
es,
or
gro
un
d,
rep
air
/re
pla
ce
Do
ck b
um
pe
rs
Mis
sin
g(i
f p
rovi
de
d o
rig
ina
lly
) o
r p
art
iall
y r
em
ov
ed
N
o a
ctio
n
*
Ite
ms
incl
ud
ed
in
in
spe
ctio
n r
eq
uir
em
en
ts o
f U
.S.
FM
CS
A 4
9 C
FR
39
3 a
nd
39
6,,
Ap
pe
nd
ix G
to
49
CF
R ,
Ch
ap
ter
III
an
d S
ub
cha
pte
r B
Pa
ge
13
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
B
Lan
din
g L
eg
Cri
teri
a
Co
mp
on
en
t
Co
nd
itio
n
Act
ion
Re
qu
ire
d
All
la
nd
ing
ge
ar
Co
mp
on
en
ts
Mis
sin
g o
r lo
ose
pa
rts
or
fast
en
ers
R
ep
air
/re
pla
ce
Ho
led
, cu
t, o
r to
rn
Re
pla
ce
Cra
cke
d/b
rok
en
we
ld
Re
pa
ir/r
ep
lace
NO
TE
: La
nd
ing
le
g u
pp
er
tub
e c
an
be
re
-we
lde
d t
o t
he
la
nd
ing
ge
ar
mo
un
tin
g p
late
pro
vid
ed
th
ere
is
no
dis
tort
ion
to
th
e l
eg
tu
be
.
Lan
din
g l
eg
bra
ce
(dia
go
na
l o
r cr
oss
bra
ce)
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If d
efo
rma
tio
n c
au
ses
toe
ing
of
leg
s in
an
y d
ire
ctio
n,
or
imp
air
s
op
era
tio
n o
f le
gs,
Re
pla
ce w
ith
3 i
nch
“C
” ch
an
ne
l
Cra
cke
d/k
ink
ed
R
ep
air
/re
pla
ce
Lan
din
g l
eg
s
Un
ev
en
he
igh
t R
ep
air
ou
t o
f a
lig
nm
en
t R
ep
air
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If o
pe
rati
on
is
imp
air
ed
, re
pa
ir/r
ep
lace
Ge
arb
ox
In
op
era
ble
in
on
e a
nd
or
bo
th g
ea
rs
Re
pa
ir/r
ep
lace
Cro
ss s
ha
ft
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If o
pe
rati
on
is
imp
air
ed
, re
pa
ir/r
ep
lace
*
Ite
ms
incl
ud
ed
in
in
spe
ctio
n r
eq
uir
em
en
ts o
f U
.S.
FM
CS
A 4
9 C
FR
39
3 a
nd
39
6,,
Ap
pe
nd
ix G
to
49
CF
R ,
Ch
ap
ter
III
an
d S
ub
cha
pte
r B
Pa
ge
14
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
B
Lan
din
g L
eg
Cri
teri
a (
Co
nt.
)
C
om
po
ne
nt
Co
nd
itio
n
Act
ion
Re
qu
ire
d
Cra
nk
ha
nd
le
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If h
an
dle
ca
nn
ot
be
se
cure
d t
o c
ha
ssis
or
leg
bra
ce O
R i
f th
e
ha
nd
le i
s to
o s
ho
rt t
o o
pe
rate
la
nd
ing
ge
ar
wh
en
co
nta
ine
r is
mo
un
ted
, re
pla
ce
Cra
nk
ha
nd
le r
eta
ine
r A
ny
de
form
ati
on
su
ch a
s a
be
nd
s, b
ow
s, d
en
ts,
etc
. If
in
op
era
ble
or
mis
sin
g,
rep
air
/re
pla
ce
Sa
nd
sh
oe
s/sa
nd
pa
ds/
wh
ee
ls
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If s
ho
e(o
r w
he
el)
do
es
no
t re
st f
irm
ly o
n t
he
gro
un
d w
he
n
lan
din
g g
ea
r is
ext
en
de
d a
nd
it
do
es
no
t fu
lly
su
pp
ort
th
e c
ha
ssis
,
rep
air
/re
pla
ce
Axl
e o
pe
nin
gs
elo
ng
ate
d o
r to
rn
If t
he
ho
le i
s e
nla
rge
d o
r o
the
rwis
e d
isto
rte
d w
he
re t
he
re i
s ri
sk
if t
he
sh
oe
fa
llin
g o
ff,
rep
lace
Sa
nd
Sh
oe
Ax
le
Se
ize
d/A
bil
ity
of
the
sa
nd
sh
oe
to
sw
ive
l is
im
pa
ire
d
If s
ho
e(o
r w
he
el)
do
es
no
t re
st f
irm
ly o
n t
he
gro
un
d w
he
n
lan
din
g g
ea
r is
ext
en
de
d a
nd
it
do
es
no
t fu
lly
su
pp
ort
th
e c
ha
ssis
,
rep
air
/re
pla
ce
*
Ite
ms
incl
ud
ed
in
in
spe
ctio
n r
eq
uir
em
en
ts o
f U
.S.
FM
CS
A 4
9 C
FR
39
3 a
nd
39
6,,
Ap
pe
nd
ix G
to
49
CF
R ,
Ch
ap
ter
III
an
d S
ub
cha
pte
r B
Pa
ge
15
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
C
Se
curi
ng
De
vic
e C
rite
ria
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Se
curi
ng
de
vic
es
(sa
fety
de
vic
es)
, in
clu
din
g t
wis
t
lock
s, l
ock
ing
pin
s, t
wis
t
lock
co
lla
rs,
spri
ng
s, t
wis
t
lock
ha
nd
les
an
d h
an
dle
reta
ine
rs(A
LL l
ock
ing
de
vic
es
mu
st b
e
op
era
ble
)re
tain
ers
or
spri
ng
s
*M
issi
ng
co
mp
on
en
t, h
an
dle
s, o
r re
tain
ers
R
ep
lace
*U
na
tta
che
d,
ino
pe
rab
le o
r in
cap
ab
le o
f se
cure
att
ach
me
nt
Re
pa
ir
Cra
cke
d o
r b
rok
en
co
mp
on
en
ts o
r w
eld
s R
ep
air
Se
ize
d o
r fr
oze
n
Re
pa
ir
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If s
ecu
rem
en
t o
pe
rati
on
is
imp
air
ed
, re
pla
ce
Loo
se f
ast
en
ers
R
ep
air
Be
nt
ha
nd
les
wh
ich
are
no
t o
pe
rab
le a
nd
/or
pro
tru
de
be
yo
nd
th
e e
nve
lop
e o
f ch
ass
is w
he
n i
n l
ock
ed
po
siti
on
An
y v
ert
ica
l m
ov
em
en
t o
f tw
ist
lock
s g
rea
ter
tha
n o
ne
(1
)
inch
.
An
y h
ori
zon
tal
mo
vem
en
t o
f tw
ist
lock
gre
ate
r th
an
½ i
nch
fro
m t
he
90
de
gre
e a
ng
le w
he
n l
ock
ed
Re
pa
ir
Re
pa
ir
Re
pa
ir
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
16
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
D
Sli
de
r A
sse
mb
ly C
rite
ria
C
om
po
ne
nt
Co
nd
itio
n
Act
ion
Re
qu
ire
d
Ad
just
ab
le A
xle
Ass
em
bli
es(
slid
ing
su
b
fra
me
s o
r sl
idin
g t
an
de
ms)
- a
ll c
om
po
ne
nts
*M
issi
ng
, u
ne
ng
ag
ed
or
loo
se p
art
s o
r fa
ste
ne
rs,
incl
ud
ing
lock
pin
s R
ep
air
/re
pla
ce
Sli
de
r fr
am
e
Cu
t/to
rn/c
rack
ed
/bro
ke
n
Re
pa
ir
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If s
lid
er
op
era
tio
n o
r se
cure
me
nt
is i
mp
air
ed
, re
pa
ir
Lock
ing
(in
de
xin
g)
pin
s
Cra
cke
d,
chip
pe
d,
or
bro
ke
n
Re
pa
ir
An
y d
efo
rma
tio
n s
uch
as
a b
en
ds,
bo
ws,
de
nts
, e
tc.
If p
ins
do
no
t e
ng
ag
e i
nd
ex
ho
les
an
d a
min
imu
m o
f .2
5in
.(6
mm
)
exc
lusi
ve
of
cha
mfe
red
ed
ge
of
pin
, p
ast
fa
ce o
f ra
ils
aft
er
en
ga
ge
me
nt,
re
pa
ir
Ind
ex
ing
Ho
les
Elo
ng
ati
on
If
mo
re t
ha
n .
12
5in
. (3
mm
) in
lo
ng
itu
din
al
tra
vel,
re
pa
ir
Cra
cke
d o
r d
efo
rme
d a
rou
nd
pe
rim
ete
r o
f h
ole
R
ep
air
Sto
ps
Cra
cke
d,
bro
ke
n,
dis
tort
ed
, w
orn
-ou
t R
ep
air
/re
pla
ce
cra
cke
d o
r b
rok
en
we
ld
Re
pa
ir
Sa
fety
De
vic
es,
in
clu
din
g
lock
pin
s, i
nd
ex
ing
ho
les
an
d s
top
s
*M
issi
ng
or
can
no
t b
e e
ng
ag
ed
R
ep
air
/re
pla
ce
*U
na
tta
che
d o
r in
cap
ab
le o
f a
tta
chm
en
t R
ep
lace
NO
TE
: E
xte
nd
ab
le c
ha
ssis
of
ad
just
ab
le l
en
gth
an
d o
r w
ith
sli
din
g a
xle
ass
em
bli
es
sho
uld
be
ca
refu
lly
in
spe
cte
d t
o e
nsu
re t
ha
t th
e m
ech
an
ism
is
in p
rop
er
wo
rkin
g o
rde
r, t
ha
t a
ll l
ock
ing
pin
s re
pro
pe
rly
en
ga
ge
d a
nd
th
at
the
fle
xib
le a
irli
ne
s a
nd
ele
ctri
cal
ha
rne
sse
s a
re p
rop
erl
y r
ou
ted
an
d s
ecu
red
to
pre
ven
t
cha
ffin
g ,
re
ga
rdle
ss o
f lo
ad
be
fore
, d
uri
ng
or
aft
er
ad
just
me
nt
of
cha
ssis
le
ng
th
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
17
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
E
Bra
ke
Sy
ste
m C
rite
ria
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Se
rvic
e b
rak
es
*A
bse
nce
of
bra
kin
g a
ctio
n o
n a
ny
axl
e r
eq
uir
ed
to
ha
ve
bra
ke
s u
po
n a
pp
lica
tio
n o
f se
rvic
e b
rak
es
De
term
ine
ca
use
an
d r
ep
air
/re
pla
ce c
om
po
ne
nts
as
req
uir
ed
to
ach
iev
e p
rop
er
bra
kin
g a
ctio
n
* M
issi
ng
Bra
ke
R
ep
lace
Pa
rkin
g B
rak
e
*A
bse
nce
of
bra
kin
g a
ctio
n o
n v
eh
icle
or
com
bin
ati
on
up
on
act
ua
tio
n o
f p
ark
ing
bra
ke
co
ntr
ol,
(in
clu
din
g
dri
veli
ne
ha
nd
co
ntr
oll
ed
pa
rkin
g b
rak
es)
De
term
ine
ca
use
an
d r
ep
air
/re
pla
ce c
om
po
ne
nts
as
req
uir
ed
to
ach
iev
e p
rop
er
bra
kin
g a
ctio
n
All
me
cha
nic
al
bra
ke
syst
em
co
mp
on
en
ts,
incl
ud
ing
sh
oe
s, r
etu
rn
spri
ng
s, a
nch
or
pin
s,
spid
ers
, ca
m s
ha
fts
an
d
bu
shin
g,
roll
ers
, p
ush
rod
s,
air
ch
am
be
rs,
an
d a
ll
mo
un
tin
g o
r su
pp
ort
bra
cke
ts a
nd
fa
ste
ne
rs
·
Mis
sin
g,
loo
se,
be
nt,
bro
ke
n,
fro
zen
·
Re
pa
ir/r
ep
lace
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
18
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
E
Bra
ke
Sy
ste
m C
rite
ria
(C
on
t.)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Gla
d-h
an
ds
Cra
cke
d b
rok
en
or
lea
kin
g
Re
pa
ir r
ep
lace
Tw
iste
d,
turn
ed
or
loo
se
If n
ot
in v
ert
ica
l p
osi
tio
n r
ep
air
Clo
gg
ed
le
ak
ing
or
no
nfu
nct
ion
al
Re
pa
ir r
ep
lace
An
y a
ud
ible
le
ak
R
ep
air
/re
pla
ce
Cra
cke
d o
r d
am
ag
ed
by
he
at
Re
pla
ce
Mis
sin
g
Re
pla
ce
Gla
d-h
an
d g
ask
ets
C
ut,
to
rn,
cra
cke
d,
bu
rne
d,
fold
ed
If
le
ak
ing
, re
pla
ce
Mis
sin
g,
loo
se,
be
nt,
bro
ke
n,
fro
zen
R
ep
lace
An
tilo
ck b
rak
e s
yst
em
s
AB
S m
alf
un
ctio
n i
nd
ica
tor
lam
p r
em
ain
ing
lit
mo
re t
ha
n 5
seco
nd
s, o
r il
lum
ina
ted
at
an
y t
ime
wh
ile
ch
ass
is i
s m
ovi
ng
at
roa
d s
pe
ed
Re
pa
ir
AB
S m
alf
un
ctio
n i
nd
ica
tor
lam
p d
oe
s n
ot
op
era
te d
uri
ng
a
bu
lb c
he
ck;
bu
lb o
r le
ns
bro
ke
n
Re
pa
ir
Air
Lin
e T
ub
ing
* C
rim
pe
d c
oll
ap
sed
or
bro
ke
n
Re
pa
ir/r
ep
lace
Cu
t o
r to
rn
Re
pa
ir/r
ep
lace
Clo
gg
ed
, l
ea
kin
g o
r o
the
rwis
e n
on
fu
nct
ion
al
Re
pa
ir/r
ep
lace
* A
ny
au
dib
le l
ea
k
Re
pa
ir/r
ep
lace
*C
rack
ed
or
he
at
da
ma
ge
d
Re
pa
ir/r
ep
lace
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
19
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
E
Bra
ke
Sy
ste
m C
rite
ria
(C
on
t.)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Air
ho
ses
Cri
mp
ed
R
ep
air
re
pla
ce
Cu
t o
r to
rn
Re
pa
ir/r
ep
lace
Ob
stru
cte
d,
lea
kin
g o
r o
the
rwis
e n
on
fun
ctio
na
l R
ep
air
/re
pla
ce
* C
rack
ed
, cr
imp
ed
or
bro
ke
n
R
ep
air
/re
pla
ce
* A
bra
de
d/c
ha
fed
th
rou
gh
ou
ter
rein
forc
em
en
t p
ly
Re
pa
ir/r
ep
lace
* a
ny
bu
bb
lin
g o
r sw
ell
ing
wh
en
ch
arg
ed
wit
h a
ir
Re
pa
ir/r
ep
lace
* A
ny
au
dib
le l
ea
k
Re
pa
ir/r
ep
lace
* I
mp
rop
er
con
ne
ctio
ns
or
pre
vio
us
rep
air
s (u
se o
f sc
rew
typ
e h
ose
cla
mp
s n
ot
pe
rmit
ted
) R
ep
air
/re
pla
ce
* I
mp
rop
erl
y r
ou
ted
/se
cure
d,
tou
chin
g a
xle
s o
r o
the
r
mo
vin
g c
om
po
ne
nts
wh
en
ch
ass
is i
s la
de
n o
r e
mp
ty
Re
pa
ir/r
ep
lace
Re
lay
Va
lve
C
rack
ed
or
bro
ke
n
Re
pa
ir/r
ep
lace
Ob
stru
cte
d,
lea
kin
g o
r o
the
rwis
e n
on
fun
ctio
na
l R
ep
air
/re
pla
ce
Air
Ta
nk
(s)
Pu
nct
ure
of
an
y t
yp
e (
cut,
te
ar
etc
.)
Re
pla
ce
air
le
ak
s a
t fi
ttin
gs
Re
pa
ir/r
ep
lace
Bro
ke
n/c
rack
ed
mo
un
ts
Re
pa
ir
Loo
se/m
issi
ng
fa
ste
ne
rs
Re
pa
ir/r
ep
lace
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
20
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
E
Bra
ke
Sy
ste
m C
rite
ria
(C
on
t.)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Air
/sp
rin
g b
rak
e c
ha
mb
er
* I
no
pe
rab
le
Re
pla
ce
* A
ny
au
dib
le a
ir l
ea
ka
ge
R
ep
lace
Se
ve
re C
orr
osi
on
R
ep
lace
NO
TE
: A
pp
rop
ria
te c
au
tio
n m
ust
be
ob
serv
ed
at
all
tim
es
in t
he
in
spe
ctio
n a
nd
ha
nd
lin
g a
nd
re
pla
cem
en
t o
f sp
rin
g b
rak
e c
ha
mb
ers
. U
nd
er
no
circ
um
sta
nce
s sh
ou
ld a
n a
tte
mp
t b
e m
ad
e t
o o
pe
n a
sp
rin
g b
rak
e c
ha
mb
er
du
rin
g i
nsp
ect
ion
C
om
po
ne
nt
Co
nd
itio
n
Act
ion
Re
qu
ire
d
Sla
ck A
dju
ste
rs
Cra
cke
d,
bro
ke
n,
stri
pp
ed
, o
r o
the
rwis
e n
on
fun
ctio
na
l R
ep
air
/re
pla
ce
Se
ize
d o
r st
iff
Re
pa
ir/r
ep
lace
Bra
ke
lin
ing
s/p
ad
s a
nd
sho
es
(Se
e n
ote
be
low
reg
ard
ing
ap
pli
cab
le U
.S.
Fe
d R
eg
s)
Exc
ess
ive
or
un
ev
en
we
ar
.25
in.(
6m
m)
or
less
pa
d/l
inin
g t
hic
kn
ess
at
sho
e c
en
ter,
re
pla
ce
Cra
cke
d/c
hip
pe
d t
hro
ug
h t
he
th
ick
ne
ss o
f th
e p
ad
/lin
ing
at
the
sh
oe
ed
ge
R
ep
lace
Cra
cke
d/c
hip
pe
d/b
rok
en
pa
rall
el
to t
he
sh
oe
ed
ge
If
th
e c
rack
is
mo
re t
ha
n .
06
25
in.
(1.6
mm
) w
ide
OR
mo
re t
ha
n
1.5
in.
(38
mm
) lo
ng
- r
ep
lace
* L
inin
g/p
ad
lo
ose
riv
ets
bro
ke
n/m
issi
ng
R
ep
lace
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
21
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
E
Bra
ke
Sy
ste
m C
rite
ria
(C
on
t.)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Bra
ke
lin
ing
s/p
ad
s a
nd
sho
es
(Se
e n
ote
be
low
reg
ard
ing
ap
pli
cab
le U
.S.
Fe
d R
eg
s.)
(Co
nt.
)
* S
atu
rate
d w
ith
oil
or
gre
ase
or
oth
erw
ise
con
tam
ina
ted
/gla
zed
R
ep
lace
Lin
ing
se
pa
rate
d f
rom
th
e s
ho
e
If m
ore
th
an
.0
62
5in
(1
.6m
m)
rep
lace
Bra
ke
dru
ms
* C
rack
s o
n t
he
ou
ter
surf
ace
th
at
op
en
on
ap
pli
cati
on
of
the
bra
ke
s R
ep
lace
* D
ee
p s
cori
ng
(N
OT
ha
irli
ne
he
at
che
ckin
g)
Re
pla
ce
* A
ny
mis
sin
g s
ect
ion
s o
r in
da
ng
er
of
com
ing
off
R
ep
lace
Bra
ke
Ad
just
me
nt
* A
ny
sin
gle
pa
st t
he
bra
ke
re
ad
just
me
nt
lim
it b
y
.25
in.(
6m
m)
or
mo
re
Re
pa
ir i
n a
cco
rda
nce
wit
h t
he
US
DO
T R
ea
dju
stm
en
t li
mit
s
* A
ny
tw
o b
rak
es
on
th
e s
am
e c
ha
ssis
th
at
exc
ee
d t
he
rea
dju
stm
en
t li
mit
by
an
y a
mo
un
t
NO
TE
: P
lea
se r
efe
r to
IIC
L C
ha
ssis
Gu
ide
Ap
pe
nd
ix A
, T
ab
les
1,
2,
an
d 3
fo
r m
ore
de
tail
ed
in
form
ati
on
on
US
Fe
d.
Re
qu
ire
me
nts
re
ga
rdin
g b
rak
e
rea
dju
stm
en
t a
nd
ma
xim
um
all
ow
ab
le s
tro
ke
. S
tro
ke
is
to b
e m
ea
sure
d w
ith
po
we
r u
nit
en
gin
e o
ff a
nd
air
ta
nk
/re
serv
oir
pre
ssu
re o
f 6
0- 9
0P
SI
wit
h t
he
bra
ke
s fu
lly
ap
pli
ed
. B
RA
KE
RE
PA
IRS
AR
E T
O B
E P
ER
FO
RM
ED
ON
LY B
Y Q
UA
LIF
IED
ME
CH
AN
ICS
.
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
22
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
F
Ele
ctri
cal
Sy
ste
m
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Re
cep
tacl
e (
7w
ay
plu
g)
Mis
sin
g/l
oo
se p
art
s o
r se
cure
me
nts
R
ep
air
/re
pla
ce
Be
nt/
dis
tort
ed
pin
s If
no
t m
ak
ing
go
od
se
cure
co
nn
ect
ion
wit
h p
lug
or
no
t p
rovi
din
g
suff
icie
nt
con
tact
, re
pa
ir/r
ep
lace
Bro
ke
n p
ins
/in
sula
tio
n
Re
pa
ir/r
ep
lace
Inte
rmit
ten
t/n
o/f
au
lty
gro
un
d
Re
pa
ir/r
ep
lace
Co
rro
de
d
Cle
an
/re
pla
ce
exp
ose
d w
irin
g/c
on
ne
ctio
ns
Re
pa
ir/r
ep
lace
Cle
ara
nce
/ m
ark
er/
Ide
nti
fica
tio
n/
sto
p/t
urn
ing
/ru
nn
ing
lice
nse
pla
te l
igh
t b
ulb
s
an
d l
en
s
mis
sin
g,
bu
rne
d o
ut
bro
ke
n
Re
pa
ir/r
ep
lace
Insu
ffic
ien
t il
lum
ina
tio
n
Re
pa
ir/r
ep
lace
Cle
ara
nce
/m
ark
er/
Ide
nti
fica
tio
n/
sto
p/t
urn
ing
/ru
nn
ing
lice
nse
pla
te l
igh
t
ass
em
bli
es
Mis
sin
g o
r in
op
era
ble
R
ep
air
/re
pla
ce
bro
ke
n o
r cr
ack
ed
If d
am
ag
e a
ffe
cts
the
ab
ilit
y o
f th
e c
om
po
ne
nt
to s
ecu
re t
he
le
ns
an
d b
ulb
or
the
se
cure
me
nt
of
the
ass
em
bly
to
th
e c
ha
ssis
,
rep
air
/re
pla
ce
Acc
um
ula
tin
g m
ois
ture
R
ep
air
/re
pla
ce
Re
fle
cto
rs
Bro
ke
n/c
hip
pe
d,
cra
cke
d t
hro
ug
h,
mis
sin
g o
r b
rok
en
R
ep
air
/re
pla
ce
Wir
ing
Sh
ort
Cir
cuit
R
ep
air
Ba
re c
ut
or
fra
ye
d i
nsu
lati
on
If
ba
re w
ire
is
exp
ose
d -
re
pa
ir
Da
ng
lin
g l
oo
se
Re
secu
re/r
ep
air
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
23
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
F
Ele
ctri
cal
Sy
ste
m (
Co
nt.
)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
All
lig
hti
ng
eq
uip
me
nt
an
d
refl
ect
ors
as
req
uir
ed
in
49
CF
R 3
93
or
FM
VS
S1
08
*
Ino
pe
rab
le f
or
an
y r
ea
son
or
mis
sin
g
Re
pa
ir/r
ep
lace
No
te:
de
tail
lis
tin
g o
f li
gh
tin
g r
eq
uir
em
en
ts p
rov
ide
d i
n I
ICL
Ch
ass
is g
uid
e A
pp
en
dix
B
Ta
ble
G
Tir
e C
rite
ria
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Tir
es
* A
ud
ible
or
ma
nu
al
de
tect
ion
of
air
le
ak
OR
tir
e i
s
rece
ive
d w
ith
le
ss t
ha
n 5
0p
si a
ir p
ress
ure
R
ep
air
/re
pla
ce
*B
elt
or
bo
dy
ply
ma
teri
al
is v
isib
le t
hro
ug
h t
rea
d o
r
sid
ew
all
R
ep
lace
* T
rea
d d
ep
th i
s 2
/32
nd
s in
. (2
mm
) o
r le
ss a
t a
ny
po
int
me
asu
red
in
a m
ajo
r tr
ea
d g
rove
R
ep
lace
* A
ny
tre
ad
or
sid
ew
all
pe
ne
tra
tio
n t
ha
t w
he
n p
rob
ed
ind
ica
tes
pe
ne
tra
tio
n o
f b
elt
or
cord
R
ep
lace
* A
ny
cu
t o
n s
ide
wa
ll o
r in
th
e t
rea
d w
he
re t
he
bo
dy
or
be
lt c
ord
ma
teri
al
ha
s b
ee
n c
ut,
exp
ose
d o
r p
en
etr
ate
d
Re
pla
ce
Re
-gro
ov
ed
tir
es
Re
pla
ce
Vis
ible
bli
ste
rs o
r k
no
ts
Re
pla
ce
Se
ve
re w
ea
the
r ch
eck
ing
if
mo
re t
ha
n .
25
in.(
6m
m)
de
ep
R
ep
lace
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
24
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
G
Tir
e C
rite
ria
(co
nt.
) C
om
po
ne
nt
Co
nd
itio
n
Act
ion
Re
qu
ire
d
Tir
es
(Co
nt.
)
Blo
wn
ou
t o
r Im
pa
ct b
rea
k
Re
pla
ce
Mis
sin
g
Re
pla
ce
Fla
t/S
kid
/Sli
d f
lat
tire
s If
lo
we
st p
oin
t o
f th
e t
ire
me
asu
res
2/3
2in
.(2
mm
) o
r le
ss r
ep
lace
Ad
jace
nt
tire
s w
ith
a m
ism
atc
h i
n h
eig
ht
of
mo
re t
ha
n 3
/8
inch
E
xch
an
ge
or
rep
lace
tir
es
to m
atc
h h
eig
hts
of
tire
s
Ab
no
rma
l/u
ne
ve
n w
ea
r
If l
ow
est
sp
ot
on
th
e t
ire
as
me
asu
red
in
a m
ajo
r tr
ea
d i
s
2/3
2in
.(2
mm
) o
r le
ss r
ep
lace
NO
TE
: R
eg
ard
less
of
vari
an
ce i
n
tre
ad
de
pth
, ch
ass
is s
usp
en
sio
n a
nd
ali
gn
me
nt
sho
uld
be
che
cke
d t
o d
efe
cts
Co
nta
ct o
f a
dja
cen
t ti
res
(Kis
sin
g)
De
term
ine
ca
use
an
d r
ep
air
/re
pla
ce a
s n
ece
ssa
ry
Inco
mp
ati
ble
ti
res
(mix
ing
ra
dia
l a
nd
bia
s ti
res
on
sa
me
axl
e)
Exc
ha
ng
e o
r re
pla
ce t
ire
s to
ma
te c
orr
ect
ty
pe
s o
f ti
res
Tir
e c
on
tact
s th
e c
on
tain
er
or
an
y o
the
r p
art
of
the
ch
ass
is
or
the
co
nta
ine
r w
he
n l
oa
de
d o
r e
mp
ty
Re
sea
rch
ca
use
an
d r
ep
air
/re
pla
ce a
s n
ece
ssa
ry
Ove
r/u
nd
er
infl
ate
d p
er
sta
ted
sp
eci
fica
tio
n
Ad
just
air
pre
ssu
re a
s a
pp
rop
ria
te t
o a
chie
ve
un
ifo
rm 8
5P
SI
Tir
es
no
t m
ark
ed
fo
r m
ult
i p
osi
tio
n o
r tr
ail
er
use
on
ly
Re
pla
ce
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
25
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
G
Tir
e C
rite
ria
(co
nt.
)
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Va
lve
Ste
ms
Pin
che
d,
cut,
kin
ke
d,
fla
tte
ne
d,
cru
she
d w
he
re s
tem
is
lea
kin
g a
ir ,
im
pe
de
s a
ir f
low
, o
r w
ill
no
t se
at
a v
alv
e c
ap
R
ep
lace
Clo
gg
ed
/ob
stru
cte
d
Cle
an
an
d i
nst
all
ne
w v
alv
e c
ap
Va
lve
ca
ps
Mis
sin
g o
r b
rok
en
R
ep
lace
wit
h p
ress
ure
ca
ps
on
ly
Rim
s/ri
m b
ase
/Lo
ck R
ing
s
Imp
rop
erl
y m
ate
d p
art
s R
ep
lace
* C
rack
ed
/bro
ke
n
*B
en
t F
lan
ge
aw
ay
fro
m b
ea
d m
ore
th
an
3/8
”
*B
en
t F
lan
ge
aw
ay
fro
m b
ea
d l
ess
th
an
3/8
” in
mo
re t
ha
n
two
pla
ces
*B
en
t fl
an
ge
TO
WA
RD
S h
ea
d r
eg
ard
less
of
de
pth
*B
en
t o
r d
efo
rma
tio
n o
f w
eb
or
ba
se
*Im
pro
pe
r se
at
or
ga
p b
etw
ee
n l
ock
rin
g a
nd
rim
fo
r th
e
circ
um
fere
nce
of
the
rim
*A
ny
cra
cks
to w
eld
s in
rim
or
lock
rin
g
*Lo
ck r
ing
ga
p e
xce
ed
s ½
”
He
avy
ru
st,
corr
osi
on
or
pit
tin
g
Re
pla
ce
Re
pla
ce
Re
pla
ce
Re
pla
ce
Re
pla
ce
Re
pla
ce
Re
pla
ce
Re
pla
ce
Re
pla
ce
Wa
rpe
d /
dis
tort
ed
/ b
en
t to
exp
ose
be
ad
, co
mp
rom
ise
th
e
sea
l, o
r in
teg
rity
of
the
tir
e o
r p
rese
nt
a h
aza
rd
Re
pla
ce
Elo
ng
ate
d b
olt
ho
les
(Bu
dd
rim
s)
Re
pla
ce
An
y w
eld
ed
re
pa
irs
on
a r
im o
r lo
ck r
ing
Mis
ma
tch
ed
ty
pe
s
Va
lve
ste
m l
oca
tors
wo
rn t
o l
ess
th
an
¼ i
nch
in
he
igh
t
Re
pla
ce
Re
pla
ce a
s re
qu
ire
d
Re
pla
ce
Rim
sp
ace
r D
isto
rte
d o
r cr
ush
ed
R
ep
lace
Imp
rop
er
tire
cle
ara
nce
re
pla
ce
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
26
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
H
Wh
ee
l G
rou
p C
rite
ria
Co
mp
on
en
t
Co
nd
itio
n
Act
ion
Re
qu
ire
d
Wh
ee
ls
* C
rack
ed
or
bro
ke
n
Re
pla
ce
* E
lon
ga
ted
bo
lt h
ole
s R
ep
lace
Fa
ste
ne
rs
Bro
ke
n/m
issi
ng
str
ipp
ed
, lo
ose
be
nt
mis
ma
tch
ed
or
oth
erw
ise
in
eff
ect
ua
l R
ep
lace
Hu
bca
ps
(Oil
Ba
th)
Cu
t/cr
ack
ed
/ b
rok
en
R
ep
lace
Lea
kin
g o
il
Ch
eck
ga
ske
ts a
nd
plu
g a
nd
re
pa
ir/r
ep
lace
as
ne
cess
ary
Oil
le
vel
low
A
dd
as
req
uir
ed
an
d c
he
ck f
or
lea
ks
Inn
er
hu
bs
(oil
ba
th)
Low
oil
le
vel
Ad
d a
s re
qu
ire
d a
nd
ch
eck
fo
r le
ak
s
Lea
kin
g i
nn
er
sea
l E
vid
en
ce o
f fr
esh
mo
ist
lea
ka
ge
, re
pla
ce
Co
nta
min
ate
d O
il
Dra
in a
ll o
il f
rom
hu
b,
cle
an
co
mp
on
en
ts a
s n
ece
ssa
ry a
nd
rep
lace
Hu
bca
ps
(gre
ase
)
Cu
t/to
rn/
cra
cke
d/b
rok
en
/wa
rpe
d
Re
pla
ce
Lea
kin
g g
rea
se
Re
pla
ce
Co
nta
min
ate
d g
rea
se
Re
mo
ve,
cle
an
& i
nsp
ect
be
ari
ng
an
d h
ub
, re
pa
ir/r
ep
lace
as
ne
cess
ary
an
d r
ep
ack
Be
ari
ng
s &
Ra
ces
Cra
cke
d/p
itte
d/w
orn
/bu
rne
d/s
core
d
Re
pla
ce
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
27
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
I
Su
spe
nsi
on
Cri
teri
a
Co
mp
on
en
t
Co
nd
itio
n
Act
ion
Re
qu
ire
d
All
Co
mp
on
en
ts
Mis
sin
g/
Loo
se c
om
po
ne
nts
or
fast
en
ers
R
ep
air
/re
pla
ce
We
lds
cra
cke
d/b
rok
en
R
ep
air
Cu
t/to
rn/c
rack
ed
/bro
ke
n/
ino
pe
rati
ve
He
at
Do
ts t
ha
t tu
rn b
lack
Re
pla
ce
Insp
ect
an
d r
ep
air
as
req
uir
ed
pe
r C
CM
He
at
Do
t P
roce
du
re
Ra
diu
s R
od
s (A
ll -
fix
ed
or
ad
just
ab
le)
An
y v
isib
le b
en
d/b
ow
/de
nt/
etc
. a
ffe
ctin
g t
he
op
era
tio
n o
r
ali
gn
me
nt
of
the
ch
ass
is
Re
pla
ce/r
e-a
lig
n
Wo
rn B
ush
ing
s R
ep
lace
Ad
just
ab
le R
ad
ius
Ro
ds
Str
ipp
ed
th
rea
ds
Re
pla
ce
Ax
les
An
y v
isib
le b
en
d/b
ow
/de
nt/
de
form
ati
on
aff
ect
ing
th
e
op
era
tio
n o
r a
lig
nm
en
t o
f th
e c
ha
ssis
R
ep
air
/re
pla
ce
Sp
ind
les
be
nt/
bu
rne
d/
ou
t o
f ro
un
d (
IPR
) R
ep
air
/re
pla
ce
Sp
rin
gs
Dis
tort
ed
/wo
rn o
ut
Re
pa
ir/r
ep
lace
Bro
ke
n/m
issi
ng
R
ep
air
/re
pla
ce
Sp
rin
g H
an
ge
rs &
Eq
ua
lize
rs
Ino
pe
rab
le
Re
pa
ir/r
ep
lace
Wo
rn B
ush
ing
s re
pla
ce b
ush
ing
s
Be
nd
s/b
ow
s/d
en
ts/
ma
jor
de
form
itie
s If
axl
e a
lig
nm
en
t o
r su
spe
nsi
on
op
era
tio
n i
s a
ffe
cte
d,
rep
air
/re
pla
ce
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
28
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
I
Su
spe
nsi
on
Cri
teri
a (
Co
nt.
)
Co
mp
on
en
t
Co
nd
itio
n
Act
ion
Re
qu
ire
d
Sp
rin
g h
an
ge
rs a
nd
all
oth
er
ax
le p
osi
tio
nin
g
com
po
ne
nts
* C
rack
ed
/be
nt/
bro
ke
n/m
issi
ng
/lo
ose
(p
oss
ible
ca
use
of
axl
e s
hif
tin
g f
rom
se
t o
pe
rati
ng
po
siti
on
R
ep
air
/re
pla
ce
Se
ve
re c
orr
osi
on
R
ep
lace
Lea
f sp
rin
gs
*A
ny
bro
ke
n l
ea
f (a
pp
lie
s to
all
de
sig
ns
reg
ard
less
of
am
ou
nt
of
lea
ve
s in
clu
de
d i
n a
sse
mb
ly)
Re
pla
ce
* A
ny
mis
sin
g l
ea
f(m
ult
i-le
af
un
its)
R
ep
lace
* A
ny
le
av
es
dis
pla
ced
or
shif
ted
th
at
resu
lts
in c
on
tact
wit
h a
tir
e,
rim
, w
he
el,
bra
ke
dru
m o
r fr
am
e
Re
pa
ir/r
ep
lace
Se
ats
& U
bo
lts,
*
Loo
se/
bro
ke
n/
stri
pp
ed
/mis
sin
g/c
rack
ed
R
ep
lace
An
y c
om
po
ne
nt
pa
rt o
f
the
tra
ckin
g/s
usp
en
sio
n
ass
em
bly
or
an
y
ass
oci
ate
d f
ast
en
ers
* C
rack
ed
/bro
ke
n/
loo
se/s
trip
pe
d o
r m
issi
ng
R
ep
air
/re
pla
ce
* I
tem
s in
clu
de
d i
n i
nsp
ect
ion
re
qu
ire
me
nts
of
U.S
. F
MC
SA
49
CF
R 3
93
an
d3
96
,, A
pp
en
dix
G t
o 4
9 C
FR
, C
ha
pte
r II
I a
nd
Su
bch
ap
ter
B
Pa
ge
29
of
52
CC
M M
&R
Pro
ced
ure
s M
an
ua
l
Ve
rsio
n 3
.0
1/1
/20
12
Ta
ble
J
Mis
cell
an
eo
us
Co
mp
on
en
t C
on
dit
ion
A
ctio
n R
eq
uir
ed
Co
up
lin
g D
ev
ice
s i.
e.
pin
tle
ho
ok
ass
em
bly
* C
rack
s R
ep
lace
* a
ny
pre
vio
us
we
lde
d r
ep
air
s to
th
e P
intl
e h
oo
k
Re
pla
ce
* P
intl
e h
oo
k h
orn
wit
h a
lo
ss o
f 2
0%
or
mo
re o
f o
rig
ina
l
thic
kn
ess
R
ep
lace
* L
atc
h I
nse
cure
R
ep
air
Co
up
lin
g D
ev
ice
s i.
e.
mo
un
tin
g o
f p
intl
e h
oo
k
ass
em
bly
to
fra
me
* M
issi
ng
/str
ipp
ed
/im
pro
pe
r fa
ste
ne
rs
Re
pla
ce
* C
rack
s o
n m
ou
nti
ng
su
rfa
ce e
xte
nd
ing
fro
m p
oin
t o
f
att
ach
me
nt
Re
pla
ce
* L
oo
se m
ou
nti
ng
R
ep
air
Co
up
lin
g D
ev
ice
s i.
e.
fra
me
cro
ssm
em
be
r
pro
vid
ing
pin
tle
ho
ok
att
ach
me
nt
*C
rack
ed
R
ep
lace
Bro
ke
n W
eld
s R
ep
air
All
Co
nsp
icu
ity
Ma
rkin
gs
are
re
qu
ire
d b
y 4
9C
FR
39
3
or
FM
VS
S 1
08
Mis
sin
g,
cut
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Section 4 – Chassis Induction Procedures
4.1 Overview
All chassis entering a pool are subject to an initial inspection. Chassis entering the CCM Pools must meet
a minimum standard of quality.
4.2 Chassis Induction Procedure
4.2.1 Chassis Induction Report (CIR) Requirement. All Chassis accepted into the Pool will undergo an
inspection by an authorized M&R Vendor and shall have a Chassis Induction Report (“CIR”) completed
and filed with the Pool Manager. See Exhibit A. Copies of all CIRs will be maintained by the Pool
Manager for as long as a chassis is active in the pool, and for seven (7) years thereafter.
4.2.2 Chassis Stencil. Once a successful CIR has been completed, Chassis will be stenciled in a
contrasting color with letters denoting the Pool designation (such as “GCCP”) measuring 4 inches in
height on the side rails and 2 inches in height on the front and rear bolsters.
4.2.3 FMCSA Inspection. Chassis having an FMCSA inspection set to expire within 60 - 90 days of
induction survey will require a full FMCSA inspection in addition to the CIR.
4.2.4 FMCSA Expiration Date Stencil. All Chassis must have the FMCSA expiration date (month and
year) stenciled on the front bolster, i.e., “FMCSA DUE 12 08” if space permits or “DUE 12 08” if not,
using a contrasting 2” stencil.
4.2.5 CIR Verification. CCM may audit to verify that the CIR was performed and that all necessary
repairs have been made, and that the Chassis meets all requirements for Pool use.
4.3 Chassis Excluded from Pool
4.3.1 CIR or FMCSA Failed Inspection. A Chassis that fails a CIR or FMCSA inspection shall not be
admitted into service until all defects are repaired and the Chassis meets all Pool and FMCSA standards.
4.3.2 Unapproved Chassis Type. In the event that a vendor performs a CIR on a chassis type or
specific unit not approved for use in the Pool, the vendor will not be paid for such transaction. Any pool
stencil applied mistakenly due to completion of a CIR on a chassis type not approved for Pool use will be
removed by painting over such stencil with a matching paint color, at no cost to the pool. The Pool
Manager shall delete said Chassis from the fleet file and notify the Contributor to remove the Chassis.
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4.3.3 Minimum Maintenance Acceptance Criteria for Chassis in Pool Operations. Chassis exhibiting
any of the conditions listed below as discovered during the initial acceptance inspection will not be
accepted into the pool.
In addition, chassis exhibiting any of the conditions listed below that are discovered during systematic
maintenance inspections shall be removed from the pool by the contributor/owner for repair or
replacement as follows.
4.3.3.1 Corrosion
Any chassis with excessive corrosion/deterioration (rust through and/or rust jacking) to one or
more primary component. Primary components to include
· Bolsters
· Main rails
· Bogie rail
· Coupler plate assembly
· Suspension components
4.3.3.2 Design
· Chassis with Non west coast axle settings
· Three or four hole hub cap axles
· Old style suspensions with Cast hangers
· Chassis with more than 3 leaf springs
· Flush back, non-sliding 23foot chassis
· Chassis with worn brakes, regardless of type
· Chassis with four single stage brake chambers (no spring brakes)
· Chassis with Budd type wheels
· Forty foot chassis with main rails of less than 12 inches in height
· 20 Foot chassis with main rails of 10 inches high or less
· Chassis with gooseneck rails exceeding six inches in height
· Open faced or “C” channel front bolsters
· Chassis with small capacity single tank brake system
4.3.3.3 Other Considerations
· Chassis with other design and / or manufacturing defects as may
be determined
· Chassis with major damages not deemed economically feasible to
repair
· Total Loss chassis
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Section 5 – Chassis Removal Procedure (Decooping)
From time to time it is necessary for pool members to remove units from the pool for disposal or
rebalancing purposes. Similar to the Induction process, the following procedure is designed to protect
the interests of the Pools and the equipment owners.
There are primarily four (4) reasons a chassis is removed from the pool. They are either for termination,
sale, scrap or to move to another pool. Below are the procedures to follow in each of these events:
Termination or Move to Another Pool
The Pool Manager will authorize a survey to be performed on each unit to determine the condition of
the unit. The Pool Manager will:
· Require a CIR be completed detailing the condition of the chassis at the time of
decooping.
· Authorize repairs of DAMAGED components required to bring the chassis back to
FMCSA Criteria.
o Wear and tear items are not to be repaired by the pool at offhire.
· Authorize to have the pool markings removed from the chassis.
· Advise the equipment owner that the chassis has been prepared for removal from the
fleet and the chassis is to be removed from GIER as the pool is no longer IEP.
Some lines may decide not to pre-repair a chassis being terminated and instead bill the Pool any repairs
at the time of offhire to bring the chassis to FMCSA compliance. Repairs to bring a chassis to FMCSA
will NOT include tire repairs as owners may have special tire provisions within their contracts.
Sale or Scrap Chassis
Chassis being removed from the pools for sale or scrap are NOT to be brought to FMCSA criteria, unless
specifically requested by the owner. Sale and scrap chassis are usually sold or scrapped in “as is, where
is” condition.
Once a chassis owner declares a chassis as either sale or scrap, a CIR should be completed, pool
markings removed and the chassis decooped from the pool. Chassis is to removed GIER as the pool is no
longer the IEP.
It is imperative that lines act quickly to remove a chassis from the pool once notified by the PM that
the chassis is decooped and available.
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Section 6 – Tire Procedures
Tire failures are a safety concern. It is important that special attention be given to the monitoring of
condition and recording of performance of tires. To this end the following procedures are to be
followed.
6.1 Tire Specifications – Recap Tires
Below are the minimum specifications for recap tires used by the pools:
6.1.1 Casing Standards for Recapping. No casings may be capped more than twice previously for a
total of three caps/casing. Casing construction must be a 14 ply rating (8 ply and 2 breakers). NOTE:
Certain pools and retread companies have been authorized to cap 12 ply rated virgin casings at the
discretion of CCM.
· No section repairs larger than a B-3 allowed
· No skids to body ply fabric
· No wear beyond breaker
· No indication of heat damage
· No run flat or overload breaks
· No oxidation
· No sidewall spot repairs if damage penetrates the 1st
ply
· No unrepaired sidewall cuts or snags
· No ply separation
· No cuts or snags in shoulder requiring under tread repairs
· Must comply with all USDOT regulations regarding recapped tires, including but not limited to
those regarding markings; current recapper must stamp DOT on sidewall, including date stamp
adjacent to the MFG DOT code
· Maximum three (3) repairs up to 3/8” in diameter per tire
· No two (2) repairs in same quadrant of tire
· Repairs cannot touch
· Maximum two (2) sidewall spot repairs up to 3” in length, no wider than 1/2”
· All buzz outs in tread area must be filled with appropriate under tread gums, wicked and
reinforced where necessary and no larger than 1” in diameter
· No damage to fabric on beads, slight chafing is acceptable
· Casings must be D.O.T. approved and identified by original tire manufacturer’s D.O.T. number
6.1.2 Recap Information. Only a top cap is acceptable. Only 14PR Load Range “G” casings are
acceptable. NOTE: Certain pools and retread companies have been authorized to cap 12 ply rated
virgin casings at the discretion of CCM and the pool manager.
· 14PR Casing may be previously recapped no more than twice (total three caps/casing)
· Highway tread – 11/32” depth or better required
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· Tubes are to be inspected and if in good condition and clean of debris are to be reused
wherever possible. Please refer to tube inspection procedure for further details on tube
inspections
· Flaps may be reused provided they are not cut, torn , doubled or otherwise present a hazard to
the tube and stem
6.2 Tire Specifications – OEM tires Brands Acceptable: Leopard, New Pride, Security, Super Cargo or
equivalent, as defined by CCM
Type/Size: 10.00X20 14 PR Bias, Tube type or 11x22.5 12 PR
Bias
Rim/Inflation: 20X7.5, 75PSI Min
Diameter: 41.2 – 41.5 Inches
# of Plys : 6 or more
# of Breakers: 2 or more
Tread Width: 7.2 in. minimum
Weight: No less than 79 pounds
Plunger energy: 25000lbs AVG Minimum
Case strength: 8,100lbs or more
Tread Depth: 12/32in Minimum plus 6/32in. under-tread
Ozone Resistance: 0 resistance at 72hrs. Minimum anti-ozonate,
anti-oxidant added
Recap-ability: Minimum three times after normal wear & tear
use
Durometer Reading: 63 minimum
D.O.T. requirements: Must be D.O.T. approved
Test Report: Current Smither’s report required
Warranty: MFG’s warranty terms and conditions (1 year
prorated for wear)
Price:
Quoted price to include tube flap assembly, F.E.T.
and delivery
6.3 CCM Tire Tube Handling and Inspection Criteria
One of the leading causes of tube damage is mishandling during the removal and installation processes.
This situation is particularly true in facilities that employ tire machines for removing the tires from the
rims. Unless proper care is taken to protect the valve stem during these operations, they can be severely
bent or sheared off by the machine during use. To ensure that damage to the valve stem is minimized, it
is recommended that:
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· The valve core is removed from the stem to allow evacuation of all air from the tube. The use of
a tube deflator is highly recommended
· Valve stems should be pushed inside the rim stem slot and behind the flap prior to dismounting
of the tire to ensure that it is not pinched between the rim and separator arm during operation
6.3.1 Tube Inspection. All tubes are to be inspected prior to reinstallation in either repaired or
replacement tires. Criteria for inspection of tires are as follows
· All tubes must be visually inspected for major obvious defects such as:
o Sheared/kinked/flattened valve stems
o Tears/cuts/chaffing in the tube material at the base of the valve stem
o Proper sizing - i.e. 9.00x20 tubes
o Severely folded tubes (indicates excessive tube growth)
· Any tube found to exhibit one or more of the conditions listed are not to be reused.
· All tubes identified with no visual defects are to be aired to 10PSI and submerged in water (if
possible) to detect any holes or porosity in the tube material.
6.3.2 Tube repair. Bent valve stems can be straightened provided they have not been kinked.
Patching of tubes is not allowed.
6.4 Tire Airing Program (TAP)
The Tire Airing program is designed to ensure tires are properly aired in accordance with all tire
manufacturer specifications, meeting all State and Federal regulations.
6.4.1 Acceptable Range of Tire PSI. Tires will be aired to 85 PSI. An acceptable range is 80 PSI to 90
PSI. Tires outside this range will be considered as unacceptable.
6.4.2 TAP Form. The form exhibited below as “Form A” is to be completed whenever tires are aired
under any one of the scenarios below under TIRE AIRING. The form is to be completed showing tire
pressure in each tire on the tire, the date the tires were aired, the M&R vendor who aired the tires and
the mechanic’s name. The form is to be placed in the document holder on the chassis.
6.4.3 M&R Vendor Invoicing. Prior to airing tires the M&R Vendor must check the document holder
for a TAP Form. If the TAP Form is in the document holder and shows tires were aired within the last
three months of the date the chassis is being worked on, or the Tire Air Pressure DECAL shows tires
were aired within the last three months, tire airing is not required and unless there is clear evidence of a
problem with the tire, the time to air the tires will not be paid. If the date on the TAP Form and/or the
date on the decal is older than three months, tires must be aired and the TAP updated.
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6.4.4 Tire Airing Scenarios. Tires will be aired to 85 PSI whenever any of the following occurs:
· At the time of an FMCSA annual safety inspection, regardless of when tires were previously
aired. Also the TAP Form must be completed and inserted into the document holder of the
chassis along with the FMCSA document.
· Whenever a chassis has repairs where the total number of man hours required to complete the
repairs are 4 hours or more.
· When a chassis requires MORE than four tire replacements at one time, all tires are to be aired
to 85 PSI. TAP Form is to be inserted in chassis document holder.
· At a driver’s request on an OUTBOUND move. The vendor will complete the TAP Form, and is
exempt from the three month rule above. Driver must sign the work order showing he
requested the tire airing.
6.4.5 Tap Decal. A Tap Decal is to be placed adjacent to the document holder on the main rail of the
chassis. The Tap Decal is to be updated each time tires are aired. Once the Tap Decal on the chassis is
filled, the M&R vendor must replace the Tap Decal with a new one. Tap Decals are available either
through the PM or the CCM Corporate office.
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FORM A – TIRE AIR PRESSURE FORM
CCM
Tire Air Pressure Form
Unit #
PSI
PSI
LRO: RRO:
LRI: RRI:
LFO: RFO:
LFI: RFI:
Date:
Vendor:
Mechanic:
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6.5 Replacement Tire Program – General Overview
6.5.1 Tire Mark Up (for inventory handling)
The CCM M&R Committee and the CCM Board have approved a Tire Mark Up of 10% on recaps and 8%
on OEM tires when vendors purchase tires from the pool tire vendor and install those tires on CCM
operated pool chassis.
Note: Some tire suppliers offer discounts if invoices are paid within 15 days. M&R vendors should take
advantage of this cost savings opportunity whenever possible. If the M&R vendor can take advantage of
the quick pay option offered by some tire suppliers, the vendor should check with the PM to determine
if the same quick pay option is available to him.
6.5.2 Invoicing and Usage. Invoices for all tire purchases are to be paid within 30 days of issuance.
Late payments made after 30 days may be subject to penalties and could result in the vendor losing the
Pool M&R business.
OEM tires purchased from CCM suppliers cannot be used on any equipment other than CCM chassis
pool equipment without written permission from the pool manager. Casings and/or recap tires are
the property of CCM and cannot be used on anything other than pool equipment. There are NO
exceptions to this policy.
6.5.3 Tire Ordering Procedures
6.5.3.1 M&R Vendor. The M&R vendors are required to have a sufficient number of tires in inventory
at all times (recommended one to two weeks supply) to ensure the needs of CCM pool members are
met. An M&R vendor should never run out of tires. When the M&R vendor finds he is running low on
tires, he will email the tire vendor, with the pool manager in copy, and order tires for his inventory. The
M&R vendor will issue a Purchase Order to the tire supplier. Unless otherwise directed by the PM, the
M&R vendor will always order recap tires as a first priority. If the recap tire vendor does not have
enough recaps to fill the order, the M&R vendor may purchase OEM tires to complete the balance of his
order, at the direction of the pool manager.
6.5.3.2 Pool Manager. The PM will advise each M&R vendor to call for recap tires first. The PM may
decide to allow certain vendors to purchase only OEM tires to help control the supply of casings, etc.
The PM will check the M&R vendor and tire dealer to ensure delivery counts are correct.
6.5.3.3 M&R Vendor Reporting Requirements & Responsibilities. In order to receive the Tire Mark Up,
the M&R vendors must provide the following information:
· Reordering tires from the tire vendors as required to maintain adequate inventory levels
· Receiving all OEM and recap tires on behalf of the CCM
· Provide count of adjustment/rejected tires being returned to recapper broken down by brand.
Possible adjustments should be in a separate pile and a separate pick up ticket is required.
· Count of tires being returned to retreader for disposition
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· Write the chassis number, Why Made Code and tire location from which the tire was removed
legibly on each casing
· Check quality of tires received, advise count and report to the pool manager any returned tires
that fail a quality check
· Provide the CCM Tire Log each week to the PM. The log should include the chassis number, on
and off tire DOT number, position of the tire, Why Made Code, brand and any other data as
deemed necessary by CCM.
6.5.3.4 Pool Manager Responsibilities and Reporting Requirements. It is the responsibility of the Pool
manager to:
· Assist vendors with the tire suppliers for service levels on delivery and removal of tires
· Review tire supplier casing reports to maximize the use of recapped tires
· Perform inspections of casings at vendors locations
· Audit of the tire supplier to ensure specifications are being met
· Identify recovery level of casings
· Ensure adjustments are received at no cost to the pool and report to CCM Corporate M&R
monthly on adjustments/rejections by supplier.
· Reconcile tire prices charged to the pool by vendor to actual purchase price charged by the pool.
Cost to the pool should be actual cost of tire (OEM and/or recap) plus Markup.
6.5.3.5 Recapper Reporting Requirements. In order to determine the effectiveness of the tire program
and identify potential mishandling of equipment, recappers must provide the pool manager and CCM
management a report monthly providing an analysis of the casings picked up by location. The report
should contain the following information categorized as follows:
· Tires Delivered – To include all tires delivered to a location, recap or repaired.
· Adjustments – To include all recapped tires found to have failed due to defect in material or
workmanship while in use regardless of recapper
· Salvage – To include all tires picked up that, while not capable for CCM use, may be recapped
for other customers
· Repaired Tires – To include all tires that had required repairs only and were returned to service
without recapping
· Report Format – Please refer to Attachment B for preferred report format
Section 7.0 Repair Management/Auto Approval Limits
Since the equipment is contributed to the pools from the pool members, it is important to remember
that each of the contributing parties has their own unique set of requirements on how to handle the
maintenance of their heavily damaged equipment and older units with advanced deterioration. Due to
these differences, it is essential that the amounts and type of repairs are monitored, and the input of
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the contributor be sought in determining whether a heavily damaged or deteriorated unit is to be
repaired, or removed from the pool.
Approval Limits
Due to the operational variances of each pool, the approval limits as well as the time allowed for
contributor approval varies from pool to pool.
NOTE: Application of the approval limits are at the discretion of the Pool Manager and CCM and are
subject to modification or elimination. Application of approval limits are also subject to modification or
elimination based on individual vendor performance. Always check with the pool manager to determine
the applicable approval limits for a particular vendor within a pool
Section 8.0 Damage Recovery
In order to contain the pool M&R costs, and proactively prevent the damage from reoccurring, efforts
must be made to identify the causes of damage and to recover the cost of repair wherever possible. To
this end the following procedure is recommended.
All equipment entering a facility is subject to an inspection either physically or by OCR or AGS.
Any damage to the chassis as a result of this inspection that was not evident at the time of pick-up is to
be invoiced to the handling carrier unless occasioned by normal wear and tear or latent defect of the
vehicle or component thereof.
In accordance with UIIA Interchange Agreement Section 3.c.1 and 2 billing of damages to the motor
carrier must also include an invoice by an M&R vendor to the Line as proof of repair, and must be issued
within 165 calendar days of receipt at a conventional (manned) gate or within 120 calendar days of
receipt at an Automated Gate System (unmanned or OCR) facility.
When billing for damages, all billing must contain a copy of the receiving interchange or images
(AGV/OCR) with damages noted as well as a copy of the original repair invoice (or electronic equivalent)
showing repairs were completed.
Terminal Handling Damage
Damages that occur after the receipt of the equipment into a facility is the responsibility of the facility
operator unless the identity of the handling party responsible for the damage can be positively
identified. Each Pool may have a specific procedure for each terminal.
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Definition of Terminal Responsibility
The items listed below are damage items that, if not noted on the ingate interchange, need to
researched and if necessary invoiced to the appropriate party:
· Major damage to main rails and bolsters that affects ability to secure a container or tracking of
the unit.
· Major damage to the landing gear that affects the load bearing capacity of the equipment, i.e.
legs bent sideways or forward or backwards and/or a destroyed gearbox.
· Stacking damage to slack adjusters, brake chambers, crossmembers, pushrods, S-cams, electrical
harness and/or airlines and hoses.
· Airline/electrical line spring holders.
· Handling Damage during normal operations including missing pin locks or twist locks, bent
under-ride protector (ICC bumper) and/or missing glad hands.
· Tires cut through one or more ply of cord on tread or sidewall, slid flat tires and/or tires missing.
· Missing components
Assignment of responsibility
· Once damage has been identified, Pool manager will examine all available documentation
o Interchange/J1
o DVIR
o Load orders
After reviewing all the available data the pool manager should assign responsibility for the damages
where the source of the damage can be clearly identified using the following criteria as examples of
required supportive documentation
Recoverable damage
type
Symptom Support Recommended
Missed on interchange Older Damage that could not have
happened since arrival on terminal
Clean inbound interchange
Terminal handling Fresh damage that obviously
occurred after arrival at facility
Clean Inbound interchange
mount/dismount orders ; load
orders; Customs inspection
orders; pictures
Stacking Damage Fresh damages obviously caused
by recent stacking operations
Clean Inbound Interchange;
stacking orders (if applicable)
pictures
Cut tires/slid flat tires Obviously fresh damage Clean inbound interchange
mount/dismount orders (if
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applicable); Load orders ;
Customs inspection orders;
Pictures; NOTE: orders should
also be checked for the adjacent
chassis that is suspected of
causing the damage
It should also be noted that in the case of water terminals, terminal handling and cut tires may
be billable to the stevedore using the chassis for vessel work. If adjacent equipment identified as
having caused the damage OR if the damaged unit was used in a stevedoring operation, the
stevedore should be billed not the terminal.
Any damages noted on the interchange should be billed to the appropriate motor carrier
handling the equipment at the time of damage
Notification
Once the damage has been properly researched, and cause identified, terminal/ramp manager
is to be presented the accumulated supporting documentation and pictures and provided an
opportunity to inspect the unit to verify damages, subject to the terms of license and access
agreements.
Billing
Ramp manager will issue J2 for the damages or will make arrangements for the terminal
operator to have the damages corrected. If a J2 is issued, the original J2 must accompany the
repair order and all supporting documentation when billed.
If the Terminal operator is instructed to make repairs, repairs must meet minimum IICL repair
criteria. Copies of all repair orders must be provided to the Pool manager and appropriate IEP
for inclusion in FMCSA required Maintenance Record.
Note: Due to existing maintenance practices, single slid flat tires should not be billed unless as
otherwise directed by CCM.
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Section 9 Proper Wheel End Maintenance Procedure
In order to ensure the safe operation of all equipment, it is essential that proper maintenance of wheel
end assemblies be followed at all times. To this end we require that the following general practices be
followed at all times whenever a wheel end assembly is to be removed or worked on in any way.
REMOVE AND REFIT WHEEL ASSEMBLY
Remove the jam nut, washer and adjusting nut.
Remove the outer bearing.
Pull Wheel.
Remove wheel seal and inner bearing.
Discard the old wheel seal.
Clean bearings in a parts washer. NOTE: Keep the bearings separate if you are washing bearings at the
same time. The same bearing must go back into the same wheel. Allow the parts to dry completely.
Once clean, check the bearings for the following conditions:
The Roller ends are worn
The Rib is worn
The Roller cage is damaged
The Roller ends and Ribs are scored
The Bearing is discolored
The Cage, Cup, Cone or Rollers are grooved
The Races or Rollers are bruised with deep indentations
The Races or Rollers are etched
The Races or Rollers are spalled (chips or scales)
The Races or rollers are gouged or nicked
The Races or rollers are brinelled (indentations)
The Races or Rollers are cracked.
Inspect the cups, while still in the wheel, for the same issues.
If any of the above conditions exist, replace the bearing and cup as a set.
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Clean the axle spindle with a solvent cleaner. Hand dry. Inspect the spindle for damages before applying
a coat of grease.
Inspect the brakes and other wheel end components for wear or defects. If there are any defects in the
brake lining or if there is less that 50% brake lining remaining, replace the brakes at this time. Brake
hardware kits should include Heavy Duty Springs.
Clean out all of the old lubricant from the hub. Wipe the hub cavity clean.
Pack the hub cavity with Shell Gadus S3 V220C Grease.
Pack grease all around the interior of the hub cavity up to the smallest diameter of the bearing cups.
Grease the cleaned bearings. This should be done with a grease packer to ensure complete and even
penetration.
Install inner bearing/cup and seal.
STEMCO SEAL is specified, either Voyager Guardian. If these parts are not available, contact CCM for
replacement part.
Install the wheel hub onto the axle.
Install outer bearing.
Push the wheel assembly and turn at the same time to make sure that the wheel is on correctly.
WHEEL END BEARING ADJUSTMENT
It is critical that this procedure is done properly and a TORQUE WRENCH MUST be used.
Install the adjusting nut with the pin facing outward.
Tighten the adjusting nut to 200 lb-ft (Using a torque wrench) while rotating the wheel in both
directions.
Loosen the nut one complete turn and then re-torque to 50 lb-ft while rotating the wheel.
Back off ¼ turn.
Install the lock washer. If the pin and washer hole do not align try flipping the washer around. If
necessary, you may need to slightly adjust the parts to align them.
Install the Jam Nut. Torque to 350 lb-ft.
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Check for wheel end for play using a dial indicator. If within .001” and .005” proceed.
Clean and apply a light coat of grease to the inner surface of the hub cap and the adjusting nut. Apply
new hub cap gasket.
Verify that all remnants from the old gasket are removed and the gasket mounting surface is clean.
Re-install hubcap using new lock washers.
Torque hubcap bolts snuggly to 12 to 16 ft. lbs.
Do not over tighten.
Check that the brakes are properly adjusted.
For: POSITIVE BEARING ADJUSTMENTS and CASTELLATED NUTS, Please refer to the Meritor Manual,
Sections 10 and 11.
For other types of axles please refer to your Meritor Maintenance Manual 14, Trailer Axles or
contact equipment owner.
Section 10 VARIOUS CCM M&R POLICIES
The following are various M&R Policies that the Pool Managers are to ensure are being followed by
the M&R vendors:
Brakes and Wheels
When worn or broken brake shoes are replaced on one side of an axle, the brake shoes on the opposite
side of the same axle can remain provided they have 50% or more wear remaining. If less than 50%
remain on the opposite side, then replace both sides.
When a damaged or worn wheel is replaced on one side of an axle, the wheel on the other side of the
same axle is not to be replaced unless it is worn, cracked, or damaged.
LIGHT REPLACEMENT
All lights, including stop/tail and marker lights, are to be replaced with flange mounted sealed beam
lights. Grommet mounted lights are not allowed for replacement parts in CCM pools. Flange mounted
lights must have a minimum of three fasteners. Fasteners are to be steel rivets though in some cases
(only with the permission of the PM) screws will be allowed.
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Section 11 CCM AUDIT SAFETY CHECKS
Below is a list of some common safety violations for which we should be on lookout when performing
pool and depot audits. The absence of finding such violations does not mean the repairer / facility is
safe, just that we didn’t find anything. Failure to spot these items does not constitute our endorsement
or certification of vendors practices.
· Inadequate / inappropriate protective clothing for workers including shoes, hard hats, gloves
and protective glasses
· Difficulty being seen – lack of reflective vests
· Mechanic’s failure to chock chassis wheels when working underneath
· Precariously lifting container high off bolster while working on bolster / pin / lock
· Using a box or crate to support a chassis / axle as opposed to proper jack stands
· Not caging tires when airing, not airing safely with extension chucks, standing in front of tire
when airing, not having auto-pressure shutoff, transporting and handling fully-inflated tires
· Failing to inspect rim lock rings, failing to read markings and match lock rings & rim bases, OR
using heavily corroded, damaged, dented, bent rims and lock rings
· Not caging spring brakes – attempting to adjust spring break clamps – taking spring brakes apart
· Smoking near combustibles
· Standing in water when welding or using electrical tools
· Crawling into stacks of chassis for inspection or repair – for any purpose
· Walking in between or behind mounted containers/chassis, especially when there are tractors /
hostlers operating backing into the chassis or adjacent chassis
· Not yielding to container handlers / forklifts / hostlers - you can see them better than they are
able to see you
· Walking underneath a container being repositioned or standing und
CCM and the pool managers reserve the right and will conduct audits of the M&R vendors for
compliance with this manual. It is incumbent upon the M&R vendors to develop and implement a
quality program of self audits to ensure these policies and procedures are followed.
Page 47 of 52
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Acknowledgements
This manual contains the procedures and policies of CCM in force at the time of publication. By
signing below, you acknowledge that you have read, understand, and agree to comply with the
policies and procedures contained herein.
Repair Vendor
Pool Manager
_____________________________ ______________________________
Company Name POOL
______________________________ ______________________________
Title Title
______________________________ ______________________________
Name(Print) Name(Print)
______________________________ _______________________________
Signature Signature
X_________________________________ X____________________________________
Page 48 of 52
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Version 3.0 1/1/2012
APPENDIX 1 – VENDOR SELF AUDIT
M&R Vendor Self Audit Process
All Pool M&R Vendors are required to control quality and safety through self audits of work
performed on pool equipment. Self audits are the best way to ensure quality control and 100%
involvement is required. Vendors will not be penalized for poor self audit results. Vendor is
expected to fix any problems uncovered in their own audits. Vendors must train and/or discipline
mechanics to ensure improvement and maintain the highest level of quality. The purpose of the self
audit is to ensure that PM audits and post-inspections are positive. Poor results found during PM
audits will likely result in penalties or sanctions, including possible cancellation of your Form D
Agreement. Poor results found by the PM will certainly result in a requirement for heavier
management involvement and increased self audits. Poor PM audits are avoidable through a quality
self audit program.
1. Vendor Management to observe conditions in their shops, facilities or assigned ramps
for safety compliance, part supplies, proper tools & equipment and quality of repairs.
2. Vendor Management to perform post-inspections on an adequate quantity of
mechanics’ work orders or repair estimates in order to ensure chassis are being repaired
properly and fully and charges to the pool are accurate. Pool Manager may specify how
many inspections are required, based upon the PM’s audit results of the vendor. A
minimum of 10% of the work orders require a Supervisor’s signature, including
Roadability and mounted chassis areas. This Supervisor is responsible for the work
completed by mechanics under his supervision.
3. Vendor Management to keep records of each chassis inspection and provide a summary
report to Pool Manager monthly reports. More detailed records may be required
depending upon the PM’s audit results of the vendor. Pool Manager may specify more
detailed records needed such as photos, invoice copies, work order copies, etc.
4. Vendor Management shall maintain their inspection details and use the Chassis Audit
Inspection form provided by the PM. Depending upon PM’s audit results, vendor may
be required to maintain specific forms to demonstrate full quality control is in place.
5. Vendor management to conduct post-inspections in conjunction with the self audit
process.
6. All Wheel End Repairs require a supervisor’s verification that work was completed
properly. The mechanic and supervisor must sign the work order to confirm verification
and the mechanic’s and supervisor’s name must be included on the invoice (comment
section).
7. Any sub-par audits should be maintained in the mechanic’s personal file as well as any
training or disciplinary actions.
Page 49 of 52
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APPENDIX 2 4 September 2009
Subject: Tire Safety
The proper handling of tire and rims is an important safety matter that affects all of us involved in the
maintenance and management of the equipment as well as the general public. Recently CCM has noted
several instances of accidents reported that are directly attributable to the failure to properly mount
and install tires on chassis in the various CCM pools.
In accordance with CCM’s concern for the safety of all, please note the following and attached
procedures to be observed for safe handling and installation of tires on chassis in service with the pools.
We encourage all of you to review these procedures with the pool managers and repair vendors in your
respective areas and include a review of tire safety procedures in your regular audit processes.
Please note that for further information on this subject we recommend that you visit the Accuride
Corporation web site and review their on-line safety manual. Please also note that all repair vendors
should observe all OSHA and DOT guidelines regarding the safe handling of tires and two piece rims.
If you have any questions on the material contained please contact the CCM M&R Technical Manager or
the CCM Director or Maintenance and Repair at your earliest opportunity
Safety First
Spoke Wheel Mounting
1. Inflate Tire Prior to Installing on Vehicle.
If multi-piece rim is difficult to install on cast spoke wheel, reduce inflation to 80% of recommended inflation
pressure. Following installation on cast spoke wheel, inflate to full inflation pressure.
2. Inspect Parts Before Installing. (See page 53.)
Check all parts for damage, including rims and rings. Ensure that studs, nuts, and 28° mounting surfaces of cast
spoke wheel are functional, clean, and free from grease. Clean cast spoke wheel with wire brush if scale is present.
The spacer band should be clean and free from distortion.
Replace any damaged parts. Do not bend, weld, heat, or braze components. Do not use tubes to stop rim air
leakage.
Use correct nuts and clamps. Inspect nuts and clamps to ensure they are not worn.
3. Install Rim on Dual Rear Assemblies
Place the inside rim over the cast spoke wheel as far as possible. Note: All 8.5 - 5° rims require special size hubs
and spacer bands.
Push the spacer band over the cast spoke wheel with a constant pressure on both sides. Guard against cocking.
The band should fit snugly to the spokes and against the inside rim gutter edge.
Place the outer dual rim in position.
Align valve locators between spokes. Secure clamps evenly in position. Snug up nuts in the sequence shown
Page 50 of 52
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Do not tighten nuts fully. After the nuts are properly seated and the rim is centered on the spoke wheel, tighten the
nuts one-quarter turn at a time in the criss-cross sequence until they are tightened to 200-260 ft.-lbs. This will permit
the rims to properly align themselves on the 28° mounting surfaces of the cast spoke wheel.
There are two types of rear clamps, heel-type and heel-less. Heel-less clamps do not contact the spoke wheel
and
should not be over torqued to force contact.
If the heel of the rear heel-type clamp touches the spoke before reaching 80% of the recommended torque levels,
check to be sure that proper clamps and spacer bands are being used.
4. Torque Nuts Properly.
Be sure to tighten wheel nuts to the recommended nut torque. Do not over tighten.
Safety First
Page 51 of 52
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Version 3.0 1/1/2012
APPENDIX 3 December 22, 2011
USED RIM INSPECTION PROCEDURE
I. GENERAL:
1. All inspections are to be performed by qualified mechanics and / or personnel.
2. Always follow Industry safety procedures, including but not limited to eye and ear protection.
3. Follow ALL OSHA (Occupational Safety and Health Administration) safety procedures for tire and
rim handling and rim to lock-ring matching.
4. Follow ALL TMC (Technology and Maintenance Council) recommended practices for out of
service conditions. This procedure and its contents are in accordance with TMC recommended
practice #RP-222-B
5. This procedure should be done ONLY to rims that have a 100% deflated tire (removed valve
core) or the rim is dismounted from the tire. NEVER check a rim while mounted with an inflated
tire.
6. This procedure is only applicable to 7.5 x 20 two piece open demountable truck trailer rims.
II. SCOPE:
To decrease the risk of rim failure on CCM chassis.
III. PROCESS:
1. Do a complete visual check of the rim. IF any of the following exist, remove the rim from service
and scrap. (Note: special attention should be given to the circumference of the rim base at the lock-
ring seat)
· Bent flange AWAY from bead beyond 3/8”. No more than 2 bends per rim.
· Bent flange TOWARDS bead, not acceptable.
· Bent web or base not acceptable.
· Rim and lock-ring have heavy rust, corrosion, or pitting,
· Any deformation, cracks, welds, or repairs to rim or lock-ring.
· Lock-rings which are round, bent out of shape, or worn and no longer fit properly.
· Unable to read identification marks.
· Gap or improper seat between lock-ring and rim shoulder for the circumference of the rim.
· Damaged, missing, welded, altered or worn stops.
2. Do a physical check of the rim with a “chipping” hammer:
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· Strike the rim with the pointed side of the hammer around the perimeter of the rim base.
· Alternate strikes along the width of the rim base.
· Give special attention to strikes on the lock-ring side of the rim base.
· The sound of each strike should be “deep and hard”.
· If any of the following occurs, remove the rim from service and discard:
1. Strikes have improper or unusual sound.
2. Excessive rust chips from striking.
3. Fractures, punctures, or dents occur during striking.
NOTE: If a rim has borderline inspection results, or is questionable in anyway whatsoever, remove
from service and scrap.
Maintenance Bulletins
Bulletin 01 - March 18, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
and you know of a way to
improve the procedures,
please lets us know at
Proper Orientation of Glad Hands
Summary
This Bulletin is issued to inform maintenance vendors and pool manage-
ment staff of CCM maintenance policy as it pertains to the proper orienta-
tion of glad hands. All mechanics performing repairs on CCM pool chassis
should be briefed and properly trained to ensure compliance with this
publication.
Information
Proper orientation at time of installation of glad hands will prevent water
and debris from entering the glad hand opening and transiting throughout
the air system, causing braking problems.
To insure proper installation:
Remove old / broken glad hand
Clean and tighten bulk head fittings (always insure they are tight)
Install new glad hand and position with opening facing to 1 O'clock
It is recommended that vendors use service designated glad hands, Blue
(service) Red (emergency) as well as glad hand seals with flaps. Adjust-
ments should be made during the performance of any FMCSA inspection,
or anytime glad hand repairs are performed.
Illustration
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Proper Orientation Improper Orientation
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Bulletin 02 - April 15, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Anti-Lock Brake Maintenance Precautions
Summary
This Bulletin is issued to maintenance vendors and pool management staff in
order to emphasize precautions needed when performing welding repairs on
chassis, so as to prevent damage to anti-lock brake systems. All mechanics per-
forming repairs on CCM pool chassis should be briefed and properly trained to
ensure compliance with this and all CCM publications.
Information
Welding on chassis should not to be performed while the anti-lock brakes are
active. In particular, this should be emphasized to all mechanics working road-
ability lane operations, or doing roll-up repairs on the rail or marine terminals.
Like all computers, the computer modules on the anti-lock brake systems are
sensitive to voltage spikes. Welding on the chassis while the system is powered
up sends a surge through the system and will burn out the module.
To prevent this type of damage, mechanics must pull the pigtail from the seven-
way plug prior to initiating any welding on a chassis.
Estimates for replacement of computer equipped valves will be questioned to
ensure that replacement of the entire assembly is required. In the event a
brake system is discovered with a burned out computer module, consider re-
placement of the computer module only, and not the entire valve assembly.
When possible the module should be removed and sent for reprogramming in-
stead of purchasing a new computer module.
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
NOTE: All burned out computer modules will be researched to determine if welding repairs were per-
formed immediately prior to the discovery of the burned out module. Where applicable, the company
performing that repair will be held liable for the repair/replacement of the module.
Bulletin 03 - June 1, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Tire Replacement Criteria
Summary
Observations made during recent field audits suggest that there is some confu-
sion on the criteria to be use when replacing tires. This Bulletin is issued to
maintenance vendors and pool management staff in order to clarify CCM’s in-
tent with regard to tire replacements. All mechanics performing repairs on
CCM pool chassis should be briefed and properly trained to ensure compliance
with this and all CCM publications.
Cut Tires
Tires with cuts that do not penetrate one or more ply of fabric are operational
and should not be removed from service. Mechanics should check the cord us-
ing a dull instrument inserted into the deepest part of the cut. If the cord can-
not be felt, the tire is serviceable and should not be removed.
Incompatible Tires
Bias ply tires and radial tires are not compatible on the same side of the same
axle. In these situations, one of the tires must be changed. A bias tube tire
(10.00 X 20) and a bias tubeless tire (11.00 X 22.5) are however compatible.
Tube and tubeless tires can be run on the same side of the same axle, provided
they are properly mated according to size (overall diameter).
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Have you ordered your 2010 CVSA Out-of-Service Criteria
Handbook Yet?
This handbook can be purchased from CVSA online for $40.00. As
an associate member of CVSA, CCM can purchase these for $28.00.
If the pool orders 50 or more, the price is $23.00 per handbook.
Contact your Pool Manager for further details.
Bulletin 03 - June 1, 2010
Tire Replacement Criteria
Slid Flat Tires
Tires that have 2/32” or less tread remaining when measured in a major channel at its lowest point are to be
removed. Slid flat tires are to be replaced only when the lowest area of remaining tread is at or below 2/32”.
There is no consideration given for tread variance. Several vendors have been replacing tires because of
tread variance; the variance between the highest area of tread and the lowest area of tread being greater
than 4/32”. Tread variance is not a reason to replace tires. If adjacent tires have been slid to a point where
both tires have a variance of more than 4/32”, the tires may be rotated 90 -180 degrees so that the flat spots
are not adjacent, but the tires should not be replaced.
Mismatched Tires
Tire diameters vary by manufacturer, even though they are the same size. We have taken precautions to en-
sure that the OEMs that we purchase are of the same diameter (within allowable variance). Mechanics
should always be cautious to ensure that all tires are properly mated when mounted on a chassis in dual ap-
plication. Tires that are not mated properly will inevitably lead to the failure of one or more tires by creating
an overweight situation on the taller of the tires. Please ensure that all mechanics and repair vendors are
aware that the maximum allowable variance for mating tires in a dual application is 3/8 inch.
CCM Technical Maintenance Bulletin—Page 2
Visit us on the web at www.ccmpool.com
Replace Tire Do Not Replace Tire
Bulletin 04 - June 1, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
OTR Wheel-End Work Practices
Summary
Proper maintenance and repairs to the wheel-end components is important to
the safe operation of intermodal equipment. CCM has made a concerted effort
to ensure that all wheel-end work is properly performed, and that all repair
vendors are properly trained in the performance of wheel-end repairs.
Given the importance of this issue, CCM feels that it’s critical that anytime a
chassis has wheel-end repairs performed on the roadside the repaired wheel,
as well as all the remaining wheels, be checked to reduce the probability of fu-
ture equipment failures. This Bulletin is issued to maintenance vendors and
pool management staff to reemphasize procedure as it pertains to wheel-end
repairs. All mechanics performing repairs on CCM pool chassis should be
briefed and properly trained to ensure compliance with this and all CCM publi-
cations.
Stage Two Bearing Check
Upon the return of any chassis where wheel-end work was performed on the
roadside, the chassis should be placed out-of-service pending the completion of
a stage two wheel bearing check on all four wheels. The correct procedure for
performing a stage two bearing check is as follows:
1) Chassis is to be lifted and brakes fully released to allow free movement of
wheel(s) being inspected.
2) The wheel being inspected, and specifically the area adjacent to the hubcap
are to be cleaned, all loose dirt and debris is to be removed, and the hubcap is
to be pulled.
** Inspect what you expect—Safety first! **
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Visit us on the web at www.ccmpool.com
Bulletin 04 - June 1, 2010
OTR Wheel-End Work Practices
Stage Two Bearing Check—Continued
3) When performing a stage two bearing check, the grease is to be inspected for:
· Presence of metal shavings or foreign substances - When a sample of the grease is rubbed be-
tween thumb and forefinger, it should have a smooth feel. There should be no grit felt or particles
observed in the sample.
· Proper viscosity/mixed viscosities - If the grease is liquefied, it needs to be replaced. Grease that
has begun caking needs to be replaced. A sample of the grease rubbed between thumb and fore-
finger should feel consistent and have uniform coloration. If the grease is not uniform, it must be
repacked.
· Any evidence of overheating - As the grease overheats, it will change color and eventually take on
a dark brown/blackish color and give off a distinctive burned odor requiring replacement.
· Any presence of water or other contaminates - A milky, bright orange or rust color to the grease
indicates the presence of water in the hub and the grease must be changed. The presence of any
other substance other than the prescribed grease requires the cleaning, inspection, and repacking
of the hub and bearings.
· Adequate supply of grease - Grease should be evident between the rollers in the bearings. If
there is no grease evident between the rollers, the bearings should be repacked.
4) The wheels are then to be rotated with the brakes in full release. The mechanics are to listen for:
· Grinding
· Popping
· Clicking
· Other unusual noises
CCM Technical Maintenance Bulletin—Page 2
When inspecting lubrication please be guided by examples as provided in TMC RP644F
Visit us on the web at www.ccmpool.com
Bulletin 04 - June 1, 2010
OTR Wheel-End Work Practices
Stage Two Bearing Check—Continued
5) Mechanic is also to check for binding during rotation to check for over load on the bearings.
6) Mechanic should attach a dial indicator to axle and ensure that end play on the bearing does not exceed
the limits set within specifications as contained in TMC RP618.
Any chassis exhibiting irregularities is to have the wheels pulled, the bearings, spindles, and hubs cleaned,
and inspected in accordance with the guidelines provide in TMC RP644 and repaired/repacked as necessary.
In cases where the grease does not show irregularities but the end play is excessive or binding, the wheel
may be re-torqued without repacking the bearings. All wheels when being pulled for any reason must be re-
torqued correctly in accordance with the specs. A torque wrench MUST be used without exception.
CCM Technical Maintenance Bulletin—Page 3
NOTE: Acceptable end play on bearings is .001 to .005 inches. Very slight movement is normal. Any
movement that produces an audible click or pop, or visible movement of the wheel requires repair.
NOTE: Any time a wheel is pulled, the inner seals are to be replaced. Preferred replacement seals are
Triseal or Stemco manufactured. Hubcaps are to be inspected for distortion from over torquing of bolts,
and replaced if outer flange is warped or bent. New hubcap gaskets are to be installed with each rein-
stallation. Hub caps are not to be filled with grease during installation. Whenever repacking the bear-
ings, Shell Retinax LX should be used. The inside of the cap should be covered with a thin coating of
grease to prevent condensation and corrosion but they should not be filled. Caution should be taken
when coating the hubcap to ensure that the vent tube is not blocked.
Bulletin 05 - June 1, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Periodic Maintenance / FMCSA Inspections
Summary
CCM recently reviewed its Periodic Maintenance / FMCSA Inspection procedure
to ensure compliance with revised 49 CFR and CVSA inspection requirements.
The revised FMCSA Form has been reviewed and accepted by CVSA as CCM’s
new Periodic Maintenance/FMCSA Inspection Form. This Bulletin is issued to
notify maintenance vendors and pool management staff to discontinue the use
of the old form. All mechanics performing repairs on CCM pool chassis should
be briefed and properly trained to ensure compliance with this and all CCM
publications.
Use of New FMCSA Inspection Form
The new form is to be used for all Periodic Maintenance / FMCSA Inspections.
A signed copy is to be placed in the document holder upon completion of any
new inspection. No changes to this form are authorized, with the following ex-
ception:
· The data portion of the form may be repositioned on the page as required
to allow the addition of the logo or corporate identity of the repair vendor
performing the service.
Any other changes or revisions this form must be requested in writing and sent
to CCM M&R Department for consideration and approval.
In conjunction with the revision of the Periodic Maintenance / FMCSA Inspec-
tion form, CCM has also reviewed the task time allocations associated with the
services requested. Please note that effective June 1, 2010 CCM will accept 1.5
MHR for the performance of Periodic Maintenance / FMCSA Inspection to in-
clude the following services:
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Visit us on the web at www.ccmpool.com
Bulletin 05 - June 1, 2010
Periodic Maintenance / FMCSA Inspections
· Complete visual inspection of the chassis, to include inspection of conspicuity
· Complete lubrication of chassis to include:
à Twist locks/securement devices
à Landing gear
à Brake cams
à Slack adjusters
· Check and record brake stroke for all 4 wheels and adjust as needed
· Check, measure and record brake shoe thickness on all four wheels
· Charge and purge of air system (drain air tank)
· Initial check of ABS by test circuit (if equipped)
· Complete check of lighting system
· Replacement of reflectors as necessary
· Replacement of gladhand grommets as necessary
· Air Tires to 85PSI
· Check for proper documentation of chassis:
à Current legible registration
à Current license plate
· Completion of CCM Periodic Maintenance / FMCSA Inspection form
· Marking of next PM due date on front bolster per local pool instructions
· Application of applicable date decals to FMCSA inspection plate per local pool instructions
Any additional repairs identified as necessary as a result of this inspection are to be estimated and repaired
separately per existing CCM tariff and local pool instructions.
CCM Technical Maintenance Bulletin—Page 2
FMCSA Intermodal Chassis Inspection Form
All inspection criteria derived from FMCSA CFR49 Part 396 and Appendix G subpart B
Component/System OK Defect Repair Description of Defect/Repair BRAKE SYSTEM ABS Yes No ABS System Function
Service brakes – no absence of braking action
Inspect for Cracked, broken, missing, loose, deformed, brake parts
No Audible air leaks
Inspect brake drums for external cracking or missing pieces
Check and adjust travel on brake chamber -
Maximum travel = 2” Measured Travel L/F______ R/F______ L/R______ R/R______
Measure brake lining thickness
Minimum Thickness = ¼” Measured Thickness L/F______ R/F______ L/R______ R/R______
Inspect Brake hoses, tubing, air lines, couplings, fittings, gladhands and gladhand seals – NO
kinks, or blockages. NO worn; frayed loose hoses or lines. NO hoses in contact with moving parts
Drain Air tanks
Suspension
Inspect Ubolts; spring hangers; spring assemblies; leaves; torque radius or tracking components;
axles or any other axle positioning parts. NO cracked; broken loose or missing parts
Coupling Devices
Inspect Kingpin; upper coupler plate, slider, pintle hook; pintle hook latch; frame member
providing support/attachment to pintle hook; fasteners; No broken or cracked components. NO
cracked welds or parent metal. NO excessive wear or chipping of kingpin lip
Locking Devices
Inspect all twist locks, push pins, handles, and safety devices; NO cracked welds; NO ineffective
parts; NO excessively worn, bent; broken or missing parts.
Slider Assembly (if equipped)
Inspect for missing, broken, broken, damaged, binding, inoperative, worn, or cracked parts. NO
damage or bends to slider stops. NO elongated slider lock apertures in frame. NO cracked, or
improper welds to any components or parent metal.
Frame
Inspect main rails, bolsters, crossmembers, ICC Bumper, Light boxes, mudflap hangers. No
cracked welds or parent metal; NO broken, missing loose, sagging parts, no parts bent to affect
mating of container to chassis
Landing Gear
Inspect legs, sandshoes, mounting boxes, braces, cross shaft, and all mounting hardware; Check
operation of landing gear in both directions. NO cracked welds or parent metal. NO broken,
missing, or loose part or fasteners. All parts function properly
Electrical
Inspect seven way, wiring harness, lighting devices and reflectors. No broken, inoperative missing
or loose parts
Wheels & Rims
Inspect all wheels, rims spacers and fasteners. NO bent, broken, cracked, improperly seated,
sprung or mismatched parts. NO elongated bolt holes or stripped parts
Tires
Inspect all tires for, noticeable leaks, proper mating;, separations; cuts through one or more ply
of fabric; NO spot on tire with tread depth 2/32” or below when measured in major tread grove
Air all tires to 85PSI (+-5PSI)
Lubrication
Lube all fittings on landing gears, gear boxes, slack adjusters, brake cams, twist locks, pushpins,
slider mechanisms and sub-frames, add oil to wheel hubs (if equipped with oil bath bearings)
Documentation/Misc.
Check to ensure license plate is current, and that license plate, registration and chassis are
properly matched. Ensure that current registration and copy of most current FMCSA inspection is
in document holder. Update decal on inspection plate and any inspection markings on unit.
Ensure unit number is clearly marked and are correct. Ensure that mudflaps. are intact and
secured to chassis.
Comments
This unit has been accurately and completely inspected on the date shown and any defective items repaired or replaced as required in 49CFR 396
Date of Inspection Company Performing Repairs
Inspector’s Name (Print) Inspector’s Signature
Date: __/__/____ Location: ___________________ IEP: ______________________
Chassis # : ____________ VIN # : ______________________ OWNER: __________________
License Plate: __________ Expiration: __________________ State Registered: ___________
Bulletin 06 - August 18, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Camshaft Bushing Inspections
Summary
This Bulletin is issued to maintenance vendors and pool management staff in
order to educate field personnel on what CVSA inspectors search for when
looking at camshaft bushings during a roadside inspection. This information is
consistent with current CVSA publications. All mechanics performing repairs on
CCM pool chassis should be briefed and properly trained to ensure compliance
with this and all CCM publications.
Background
All components of a foundation brake system, including brake camshafts and
camshaft bushings, are very important components for the safe operation of
commercial motor vehicles. Camshaft bushings provide the support and flexibil-
ity that is crucial to the proper operation of a vehicle’s braking system.
A camshaft bushing may become worn allowing some non-rotational move-
ment of the camshaft. Pulling on the camshaft by hand, generates a combina-
tion of lateral and rotational movement and does not provide an accurate as-
sessment of the bushings wear. However, any wear, or looseness, in the cam-
shaft bushing will to some degree effect the overall brake stroke. These Brake
Adjustment Limits are specified in the Reference Charts under Part II of the
North American Standard Out-of-Service Criteria (OOSC).
Inspection Guidance
Certified inspectors should inspect a foundation brake system for non-
functioning, loose, contaminated (with grease or oil), or missing/cracked com-
ponents. Inspection of the camshaft bushing should focus on whether the con-
dition of the bushing is causing some other brake defect. A missing or exces-
sively worn, camshaft bushing may result in the brake having excessive pushrod
travel, worn out linings on the bottom shoe, or a potentially inoperative brake.
In each case, the violation should be noted under the specific brake defect al-
ready specified in the OOSC. Apply the 20% defective brake rule accordingly.
Inspectors are told that until a camshaft bushing results in a condition already
specified in the OOSC, they should not consider a camshaft bushing itself as a
specific OOS defect.
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Bulletin 07 - August 19, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Tire Safety In The Workplace
Summary
This Bulletin is issued to maintenance vendors and pool management staff in
order to emphasize the safe handling of tires. All mechanics performing repairs
on CCM pool chassis should be briefed and properly trained to ensure compli-
ance with this and all CCM publications.
Information
Safe work practices are paramount in the handling of tires and rims. The conse-
quences of a mechanic taking shortcuts can be hazardous for the mechanic, and
pose a threat to public safety. CCM has recently encountered over-the-road ac-
cidents that may have been directly attributed to a mechanic failing to properly
mount and install tires on pool chassis.
In the interest of public safety, and consistent with our commitment to safety in
the work place, CCM wishes to reemphasize the accepted practices pertaining
to the safe handling and installation of tires on intermodal chassis.
We encourage you to review these procedures with your supervisory staff and
mechanics, and to include a review of tire safety procedures in your regular au-
dit processes.
Additional information on this topic, including training references and videos,
may be obtained by visiting the Accuride Corporation web site at
http://www.accuridewheels.com/safety_manual.asp.
CCM requires that all repair vendors observe OSHA and DOT guidelines regard-
ing the safe handling of tires and Rims. Specific attention should be given to
the following articles:
Please direct any questions pertaining to this bulletin to CCM’s M&R Technical
Services Manager or the Director of Maintenance at your earliest convenience.
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
DOT Rule 1910.177(F) contains the regulations pertaining to the safe mount-
ing and handling of truck tires on multi-piece rims
DOT Rule 1910.177(G) contains the regulations pertaining to the safe mount-
ing and handling of truck tires on single piece rims
“Tomorrow—Your reward for working safely today.”
Bulletin 08 - October 12, 2010
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Tail Light Orientation
Summary
This Bulletin is issued to maintenance vendors and pool management staff in order to empha-
size the proper technique for installing tail lights.
Information
All tail lights utilized by CCM include a shock mount inside the light. The tail lights are also
vented to allow excessive heat to dissipate. The shock mount and vents will not function prop-
erly unless the word ‘TOP’, which is embossed on the tail light flange or on the lens, is at the 12
o’clock position when installed on the chassis. All tail lights authorized for use on CCM pool
chassis will have the “TOP” designation on them.
To prevent theft, all marker light units should be replaced with flange mount units only. Grom-
met mounted lights are not acceptable replacement lights under any circumstances. All flange
mount lights must be attached to the chassis using three (3) permanent fasteners. Steel drive
or pop rivets are the preferred means of attachment.
It has also been noted that there are a large number of lights being replaced because the plugs
were not properly affixed to the light. Whenever a light is changed for any reason, it is impera-
tive that the mechanic check the plug to ensure a good connection is made and that the plug
securely locks into the housing. If the plug does not make a good connection or does not lock
securely into the light housing, the plug should be changed.
All repair vendors working on CCM equipment are requested to brief their mechanics on com-
pliance with this policy, and ensure that all lights are properly oriented and installed.
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register in our DVIR
Receipt System (DRS). For com-
plete details please visit us at
Mounted Improperly
Only two fasteners and TOP is
on the side
Mounted Properly
TOP is at 12 O’clock
Bulletin 10 - September 9, 2011
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Tire Inspections Summary
In recent inspections it has become apparent that there is some confusion over
the handling of tires removed from service, the inspection process for tires, and
minimal service standards for tires. It is the purpose of this memo to provide
some guidance in the proper handling of tires and determining if the minimum
service standards for tires have been exceeded.
Handling of Tires
It is clearly stated in section 6.5.3.3 of the M&R procedure manual that all tires
removed from service must have the chassis number and tire position marked
on the tire. Please note that this information is vital to the determination of po-
tential mechanical problems with chassis as well as a necessary support to
claims for tire damage. In addition to the chassis number and tire position it is
essential that the damage or reason for tire change be identified on every tire
removed from service. The damaged area should be circled and the AAR reason
code for the damage written on the sidewall of the tire in paint stick. AAR Rea-
son codes to be used for this purpose are as follows
Tire Serviceability
Recent inspections have also revealed that tires that have minor damage are
being routinely buffed and recapped instead for being repaired and returned to
service. Due to the ever increasing prices of both OEM and recap tires it is es-
sential that any tire that meets minimum service levels be repaired wherever
possible and returned to service instead of being buffed and retreaded. As a
guide to ensure that any tire that can be returned to service without recapping
is, the following serviceability standard should be employed by all concerned
Cause Code Cause Code
Slick Tread 09 Flat Tire 16
Separated Cap 10 Channel Crack/Weather Check 17
Blister/Bulge 11 Rotted 22
Run Flat 13 Warranty 28
Cut/Torn 14 Slid Flat 34
Worn Out 15
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Bulletin 10 - September 9, 2011
when performing tire inspections and determining action to be taken with tires removed from service.
· Lowest tread remaining on the tire is 5/32 inch
· No visible cuts through cord body
· No major damage to bead
· No visible damage to the liner of the tire
The following damages should be repaired where tires exhibit all of the characteristics described above:
· Puncture to the crown area of not more than 1/4inch, no more than 4 punctures per tire, no closer than
12” apart
· Cut to the cord but not through the cord may be filled with cushion gum, cured, and buffed
· In order to ensure proper billing for repaired tires vs. recapped tires, tires repaired as described above
should be accumulated and returned to a single repair vendor as selected by pool management.
Should you have any questions on this bulletin please contact David Green, Manager, M&R Technical Services.
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
Bulletin 11 - October 10, 2011
Reporting of Errors
Your help can improve this
bulletin. If you find mistakes
or you know of a way to
improve the procedures,
please let us know at
Channel Cracking / Tire Defects
Summary
Recent field audits suggest that there exists a great deal of confusion over what
extent of channel cracking is acceptable, and what extent requires tire replace-
ment. This bulletin serves to clarify the technical standard as it pertains to chan-
nel cracking, and to ensure that we are not prematurely removing tires, but
that we do remove tires when warranted, whether on the basis of channel
cracks or tire defects. All mechanics performing repairs on CCM pool chassis
should be briefed and properly trained to ensure compliance with this and all
CCM publications.
Tire Inspection
The key consideration in determining when to remove a tire from service is evi-
dence of exposed cord. If the cord is plainly visible such as those in the follow-
ing pictures the tire must be removed.
This bulletin approved by:
James Reo
Director of Maintenance
320 Croft Crossing
Chesapeake, VA 23320
Phone: 757-613-2893
Fax: 757-842-6897
E-mail: [email protected]
CCM Technical Maintenance Bulletin
Visit us on the web at www.ccmpool.com
All CCM repair vendors are
required to comply with
Safety & Security Regulations
imposed by Terminal Opera-
tors where work is per-
formed, in accordance with
the License Agreement and
Article 5.8 of the Form Agree-
ment D.
Are you registered with DRS?
All truckers and depots are en-
couraged to register no later
than June 1, 2010. For details
visit us at www.chassis.com
Visit us on the web at www.ccmpool.com
Bulletin 11 - October 10, 2011
Channel Cracking / Tire Defects
NOTE: Neither the length of the split, nor the number of splits is of consideration. The sole consideration on
whether the tire is to be removed from service is the depth of the splits. Splits in the channels of the tire
should be carefully probed to determine if there is exposed cord. If the cord is exposed, either visually or it
can be felt with a probe, the tire should be removed for service. If the cord cannot be felt or seen visually -
the tire is to be left on the chassis.
Any Bandag, Oliver Intertread, or MDT recaps tire, or any brand of OEM tire identified with this defect is to
be logged as a potential warranty tire, and CCM management notified.
Should there be any questions concerning this information, please contact Dave Green, Manager, M&R Tech-
nical Services.
CCM Technical Maintenance Bulletin—Page 2