MSRP-I04

Association of American Railroads

MANUAL OF STANDARDSAND

RECOMMENDED PRACTICESSECTION I

SAFETY AND OPERATIONS

INTERMODAL EQUIPMENT MANUAL

Published by

The Association of American Railroads50 F Street, N.W., Washington, D.C. 20001-1564

© Copyright Association of American Railroads

Printed in U.S.A.

ISSUE OF 2004Effective February 1, 2004

Compiled under the direction of the Committees responsible for the subjects shown herein.

(See copyright statement next page)

2/1/04

Copyright © 2004 by the Association of American Railroads (AAR)Safety and Operations

50 F Street, N.W.Washington, D.C. 20001-1564

All rights reserved, including the right to reproduce this book in any form. It is the AAR’s intention that this publication be used to pro-mote the objectives of the AAR and its members for the safe, efficient, and uniform interchange of rail equipment in North America. To this end, only excerpts of a rule or specification may be reproduced by the purchaser for their own use in promoting this objective. No portion of this publication may be displayed or otherwise made available to multiple users through any electronic distribution media including but not limited to a local area network or the Internet. No portion may be sold or used for advertisement or gain by any entity other than the AAR and its authorized distributor(s) without written permission from the AAR.

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AAR Manual of Standards and Recommended PracticesIntermodal Equipment Manual2/1/04

Part 1

ORDERING INFORMATIONCopies of the various sections of this manual can be obtained as follows:

ORDERS FORPUBLICATIONS

Publications DepartmentTransportation Technology Center, Inc.P.O. Box 1113055500 DOT RoadPueblo, CO 81001Email: [email protected]: Toll-free 877-999-8824, Direct 719-584-0538Fax: 719-584-7157TTCI Web page: www.ttci.aar.com

CIRCULARLETTERSUBSCRIPTIONS

Subscriptions to Circular Letters of the AAR Safety and Operations’ Technical Services are available in hardcopy or electronic format (online access via AAR’s Web page at www.aar.org). Circulars are issued at least monthly and include industry letter ballots and results, arbitration decisions, notification of rules and standards revisions, industry early warning and maintenance advisories, and other information related to mechanical rules and standards. Annual subscriptions commence on July 1 and terminate on June 30 of each year.For ordering information, contact the following:Phone: Toll-free 877-999-8824, Direct 719-584-0538Fax: 719-584-7157Email: [email protected] Web page: www.aar.orgTTCI Web page: www.ttci.aar.com

TECHNICALQUESTIONS

For technical questions regarding this manual, contact the following:Technical Committee CoordinatorTransportation Technology Center, Inc.P.O. Box 1113055500 DOT RoadPueblo, CO 81001Email: [email protected]: 719-585-1880Fax: 719-585-1895

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TO THE USERSection I—Intermodal Equipment Manual, Manual of Standards and Recommended Practices,

Association of American Railroads (AAR), covers many aspects of intermodal systems. There arestandards, specifications, and requirements for containers; chassis and trailers; trailer hitches andhitch lubrication; and intermodal cars. In addition, there is a standard operating procedure (SOP)that includes procedures for securement practices, inspections, reporting, and corrective actions.

USER’S GUIDE

Section I consists of the following:• Preface: a listing of the subjects covered in all sections (the volumes making up this man-

ual). This preface is part of each section.• Table of Contents in Alphabetical Sequence: a generalized subject listing that indi-

cates applicable specifications, standards, and recommended practices.• Table of Contents in Numerical Sequence: a listing of the specifications (M prefix),

standards (S prefix), and recommended practices (RP prefix).• Specifications, Standards, and Recommended Practices: the body of this volume

deals specifically with designation of intermodal service freight cars, containers, trailers, and securement systems.

• Appendix A: Revised Page Dates: the latest revision date of each page in Section I.

RELATED SECTIONS

Section I—Intermodal Equipment Manual, can be considered to stand alone. Other sectionsand the AAR Interchange Rules may require that components be stencilled with inspection and/orperiodic maintenance data.

RESPONSIBILITY

The coverage of Section I—Intermodal Equipment Manual, is the responsibility of the AAR In-termodal Committee, unless otherwise specified.

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PREFACEThe Manual of Standards and Recommended Practices of the Technical Services Division, As-

sociation of American Railroads, is issued by authority of the Management Committee of the Divi-sion and includes all regularly adopted specifications, standards, and recommended practices of theAssociation of American Railroads.

The manual is composed of the following sections:• Section A, Part I—Table of Contents, Alphabetical and Numerical Index of Sections A

through N inclusive• Section A, Part II—Miscellaneous Specifications, Standards (010 Series), and Recom-

mended Practices (010 Series)• Section A, Part III—Vacant• Section B—Couplers and Freight Car Draft Components (100 Series)• Section C—Car Construction—Fundamentals and Details (200 and 2000 Series)• Section C, Part II, Volume 1—Specifications for Design, Fabrication, and Construction of

Freight Cars, M-1001• Section C, Part II, Volume 2—Appendices M-1001• Section C, Part III—Specifications for Tank Cars, M-1002• Section D—Trucks and Truck Details (300 and 3000 Series)• Section D, Part II—Code for Designating Design Features for Side Frames and Truck Bol-

sters (300 and 3000 Series)• Section E—Brakes and Brake Equipment (400 and 4000 Series)• Section E, Part II—Electronically Controlled Brake Systems• Section F—Vacant• Section G—Wheels and Axles (600 Series)• Section G, Part II—Wheel and Axle (Shop) Manual (600 Series)• Section H—Journal Bearings and Lubrication (700 Series)• Section H, Part II—Roller Bearing (Shop) Manual (700 Series)• Section H, Part III—Lubrication (Shop) Manual (700 Series)• Section I—Intermodal Equipment Manual• Section J—Specification for Quality Assurance, M-1003• Section K—Railway Electronics• Section K, Part II—Railway Communications• Section L—Lettering and Marking of Cars (900 Series)• Section M—Locomotives and Locomotive Equipment• Section N—Multi-Level ManualSpecifications are designated with an “M” prefix (e.g., M-900). Standards are prefixed “S” (e.g.,

S-900). Recommended Practices carry the prefix “RP”( e.g., RP-900). The prefix “S” or “RP” will befollowed by a three- or four-digit number. The first digit, 0 through 9, indicates the section in whichthe standard or recommended practice can be found, as shown in parentheses above.

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TABLE OF CONTENTS INALPHABETICAL SEQUENCE

Subject Standard PageBad Order Device for Identification of Defective Hitches . . . . . . . . . . . . . . . . . . . . M-985 I–167Car Owner’s Manual for the Inspection and Maintenance of Double-Stack Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RP-899 I–175Closed Van Containers for Domestic Intermodal Service . . . . . . . . . . . . . . . . . . . . M-930 I–17Double-Stack Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RP-851 I–169Grease for Lubrication of Trailer Hitches on Flatcars. . . . . . . . . . . . . . . . . . . . . . . M-929 I–15Highway Trailer Hitches for Freight Cars with 90,000-lb Maximum Gross vehicle Weight Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-928A I–8Highway Trailer Hitches for Freight Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-928 I–1Intermodal Container Support and Securement System for Freight Cars. . . . . . . M-952 I–153Intermodal Equipment Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RP-852 I–172Remanufacture of TOFC Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-962 I–161Standard Operating Procedures for Intermodal Securement . . . . . . . . . . . . . . . . . SOP I–195TOFC Portable Bridge Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-966 I–164Trailers for Intermodal Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-931 I–71

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TABLE OF CONTENTS INNUMERICAL SEQUENCE

Standard Subject PageM-928 Highway Trailer Hitches for Freight Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1M-928A Highway Trailer Hitches for Freight Cars with 90,000-lb Maximum Gross vehicle

Weight Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–8M-929 Grease for Lubrication of Trailer Hitches on Flatcars . . . . . . . . . . . . . . . . . . . . . . I–15M-930 Closed Van Containers for Domestic Intermodal Service . . . . . . . . . . . . . . . . . . . I–17M-931 Trailers for Intermodal Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–71M-952 Intermodal Container Support and Securement System for Freight Cars . . . . . . I–153M-962 Remanufacture of TOFC Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–161M-966 TOFC Portable Bridge Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–164M-985 Bad Order Device for Identification of Defective Hitches . . . . . . . . . . . . . . . . . . . I–167RP-851 Double-Stack Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–169RP-852 Intermodal Equipment Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–172RP-899 Car Owner’s Manual for the Inspection and Maintenance of Double-Stack

Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–175SOP Standard Operating Procedures for Intermodal Securement . . . . . . . . . . . . . . . . I–195

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AAR Manual of Standards and Recommended PracticesIntermodal Equipment Manual

M-9282/1/04

HIGHWAY TRAILER HITCHES FOR FREIGHT CARS

SpecificationM-928

Adopted: 1969; Revised: 1987, 2004

1.0 SCOPE

1.1 This specification became effective January 1, 1988.

1.2 This specification covers the mechanical characteristics, structural adequacy, and testingrequirements of highway semitrailer hitches of 65,000-lb maximum gross vehicle weight capacitythat will be approved for application to freight cars. This specification also applies to new hitchdesigns put into service after the effective date of the specification.

1.3 The means by which a highway trailer is secured to a freight car will not subject the hitchstructure or the trailer kingpin to a longitudinal force greater than 240,000 lb at any impact speedup to and including 10 mph.

2.0 CONSTRUCTIONHitches shall be built to include all items necessary to satisfy the functional requirements of thisspecification and to provide efficient operation, even if some details are not mentioned in this spec-ification.

2.1 A lock must be provided that prevents a hitch’s trailer-retaining feature from losing its gripon the kingpin until unloading operations are put into motion.

2.2 Each lock that is essential to securing the hitch in an upright position and to securing thetrailer to the hitch must indicate, by visual inspection from the ground and from both sides of thecar, if and when the locking mechanism is positively locked and the kingpin is properly seated inthe kingpin-retaining mechanism.

2.3 The kingpin-retaining mechanism, whether manually or automatically operated, must be of adesign that can be manually unlocked and can remain in the unlocked position until the next load-ing operations are put into motion.

2.4 The kingpin-retaining mechanism must be specifically designed for use with the standardconfigurations of the trailer kingpin, S.A.E. J700, and must engage a minimum of 50% of the avail-able area of the top surface of the kingpin collar. The mechanism must be capable of pulling aloaded trailer, with its pneumatic or mechanical brakes applied, into the locked position whererequired by the kingpin-retaining mechanism design.

2.5 Lateral and longitudinal loads shall be applied to the major diameter of the kingpin as closeto the base of the trailer as possible.

2.6 The hitch’s trailer-support member must provide adequate bearing, 550 in.2 minimum, to pre-vent damage to the trailer during transit and loading/unloading operations. The top of the hitch’strailer-support member must be flat for a minimum width of 23.5 in. The top of the trailer-supportmember must be flat within ±1/16 in. over the entire bearing area.

2.7 Cushioned hitches must be designed so as to return a trailer, having its parking brakesapplied, to the hitch-neutral position within a tolerance of ±10% of the fore and aft hitch-headtravel.

2.8 The height of a trailer-support member’s top surface shall be 47 in. ±3/8 in. above the tirerunway surface, measured vertically at each side of the trailer-support member with the hitchlocked upright. The trailer support member’s top surface shall be level within ±1/8 in. above a flat

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M-9282/1/04

level base plate measured vertically at each side of the trailer support member with the hitchlocked upright.

2.9 All pins that connect structural members must be provided with plate retainers welded to thestructural members.

2.10 The trailer hitch kingpin locking jaws will have a hardness of 330–370 BHN.

3.0 TEST CONDITIONSThe hitch must withstand test loads without damage to any part of the hitch. For this purpose,damage will be defined as any permanent deformation, unless specifically defined, or any condi-tion that prevents continued service of the hitch. Damage will be determined by visual inspectionand by operation with a loaded trailer.

3.1 Impact Test

3.1.1 Hitches with built-in cushioning must not exceed 240,000 lb of kingpin force at any impactspeed up to and including 10 mph when tested on a car equipped with standard draft gear. Hitcheswithout built-in cushioning must meet the requirements of this specification when tested on a carwith car body cushioning that provides a kingpin force not exceeding 240,000 lb at a 10-mphimpact.

3.1.2 Hitch cushioning must be qualified on each type of car on which the hitch is intended to beapplied.

3.1.2.1 The hitch manufacturer shall furnish for inspection and evaluation of the hitch applica-tion and for impact test purposes the car complete with the hitch installed in accordance with theproduction application design.

3.1.2.2 In the case of cars having multitrailer capability, a hitch must be installed at each trailerlocation.

3.1.3 The car equipped with hitches under test shall be the hammer car (moving car). Unless thecar is equipped with a cushioning device (other than standard draft gear) that is considered part ofthe cushioning system, it is to be equipped with 24 5/8-in. standard pocket draft gears that are ingood condition and that meet AAR Specification M-901E.

3.1.4 The anvil (standing cars) shall consist of three nominal 70-ton-capacity open top cars, eachloaded with sand or other granular material to a minimum gross rail weight of 220,000 lb. Thehandbrake is to be set tightly on the third (non-struck) car in the string. Free slack between cars isto be removed without compressing the draft gears. No restraint other than the handbrakes on thelast car is to be used. All anvil cars are to be equipped with AAR standard draft gears meetingAAR Manual of Standards and Recommended Practices, Section B, Specification M-901E.

3.1.5 The test car shall be loaded with a trailer at all hitch locations. Trailers must comply withAAR Manual of Standards and Recommended Practices, Section C, Part II, Specification M-1001,paragraph 4.1.3.4.1 (for 40-ft trailers). Trailer lading shall be of a rigid material such as concreteblocks or steel billets rigidly secured to the trailer body. Trailer service brakes shall be released(which automatically applies the parking brake). The test car is to be impacted into the anvil carsat speeds of 4, 6, 8, and 10 mph (in this order) in both directions. Additional impacts may be madeat the option and expense of the manufacturer. (See “Design and Test Requirements for Trailer/Container Transport Cars” in MSRP Specification M-1001 for coupler force requirements at10 mph.)

3.2 Static Tests

3.2.1 Static tests shall be performed on one hitch, applied either to the test car or to a test standin a manner representative of an average commercial application.

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M-9282/1/04

3.2.2 A vertical downward load of 54,000 lb shall be applied to the support member of the hitchfor a period of at least 1 minute.

3.2.3 A lateral load of 27,000 lb shall be applied to the hitch on a plane with and through thekingpin in position. This loading shall be applied for at least 1 minute.

3.2.4 A vertical downward loading of 150,000 lb must be applied to the kingpin collar by a jackingbeam arrangement that will simultaneously apply a vertical reaction force at one side of thetrailer support member. The jacking beam arrangement and the jacking force must develop theminimum 150,000-lb force on one side of the kingpin collar. This loading shall be applied for aduration of at least 10 minutes. For hitches having nonsymmetrical securement to the kingpin,this test must be performed on both sides of the hitch.Angular rotation between the top surface of the hitch support member and the jacking beam mustnot exceed 5° during this test. Upon completion of the test, any permanent deformation of thehitch’s trailer support member that exceeds 1/8 in. will be considered a failure.

4.0 INSTRUMENTATION

4.1 All instrumentation must comply with the AAR Manual of Standards and RecommendedPractices, Section B, Specification M-901F, and must be approved by the Transportation Technol-ogy Center, Inc., prior to testing.

4.2 During static tests, only the applied loads shall be measured.

4.3 During impact tests, the impact velocity and the longitudinal horizontal kingpin force shallbe measured during each impact and at both kingpins.

5.0 SERVICE PERFORMANCEA conditional Certificate of Approval shall carry a stipulation limiting the number of applicationsto 3,000 hitches that may be placed in service during the first 2 years. During the time the certifi-cate is conditional, a record of all service failures shall be reported semiannually to the Manager—Intermodal Committee. After the expiration of the 2-year service period, at least 10 hitches mustbe inspected by representatives designated by the AAR. If the condition of the hitches on thesecars is satisfactory, an unconditional Certificate of Approval may be granted.

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APPENDIX A M-9282/1/04

APPENDIX AINSTRUCTIONS REGARDING THE APPLICATION FOR CERTIFICATE OF

APPROVALThe following instructions will govern the Intermodal Car Performance Subcommittee’s applica-tion and approval of highway semitrailer hitches for freight cars.

1.0 The manufacturer is to make application to the Chief—Technical Standards, TransportationTechnology Center, Inc., 55500 DOT Road, P.O. Box 11130, Pueblo, CO 81001.

2.0 A separate application shall be made for each different type of hitch for which approval isdesired.

3.0 Each application shall be accompanied by four sets of drawings that provide the followinginformation:

3.1 Drawings shall show the general arrangement, overall dimensions, and type of materials forthe hitch and the installation of the device to the actual car submitted for the test.

3.2 In the case of the car construction, drawings shall show details of the hitch’s supportingstructure and parts that house the hitch as to design, material used, and tolerances provided for.

3.3 Twenty additional sets of the application and general arrangement drawings shall be fur-nished for distribution to the members of the Committee.

4.0 All tests of hitches must be made at an approved test site. The manufacturer’s facility may beapproved by the AAR if it contains facilities for meeting all test requirements.

5.0 The AAR shall provide an official observer when the hitch is tested in accordance withparagraph 3.0 of this specification. Upon completion of individual impacts made in accordancewith paragraph 3.0, the official observer shall be provided with data as outlined in paragraphs 4.2and 4.3 of this specification. These data shall be considered tentative until such time as they arechecked and a final report on the tests is made. Charges covering the time and expenses of theofficial observer will be rendered to the manufacturer.

6.0 The manufacturer’s representative may discontinue the test at any time and withdraw themanufacturer’s device if desired.

7.0 Representatives of any other hitch manufacturer will not be permitted to be present duringthe tests except by permission of the manufacturer of the device under test.

8.0 No exemptions to these specifications will be made unless presented in writing and approvedby action of the Committee prior to any testing under the specification.

9.0 Following completion of all tests as required by paragraph 3.0 of this specification, themanufacturer shall submit four copies of the test data to the Intermodal Car PerformanceSubcommittee. A report will be issued by the Intermodal Car Performance Subcommittee andshall contain all required test data and copies of oscillogram records showing the kingpin forcesmeasured during the impact tests as required under paragraph 3.0 of this specification. Copies ofthe AAR report shall be distributed to the Committee.

10.0 A conditional Certificate of Approval will be issued after all the requirements of thisspecification have been met as evidenced by the report of the Intermodal Car PerformanceSubcommittee and after the concurrence of the Committee.

11.0 Unconditional approval will be issued by the Committee in accordance with paragraph 5.0 ofthis specification.

12.0 After a conditional Certificate of Approval is issued, if a manufacturer desires to make anychanges that significantly affect the cushioning, structural adequacy, or trailer securementfeatures of the hitch or if a change is made in identifying specifications for the purpose of

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APPENDIX AM-9282/1/04

clarification or correction, the Intermodal Car Performance Subcommittee shall be advised. TheCommittee will decide in each case what action is to be taken on these changes.

13.0 At its own expense, the Committee may make complete specification tests of an averagecommercial installation of a hitch in order to establish that standards are being maintained.Failure to pass this test may cause revocation of the manufacturer’s certificate at the discretion ofthe Committee. The test shall be conducted at an AAR test site or the manufacturer’s facility. Themanufacturer shall make its facility available to the AAR upon request or shall waive therestriction of conducting tests only at an AAR test site or the manufacturer’s facility.

14.0 After a Certificate of Unconditional Approval has been granted for a design of a hitch, theCommittee may, at any time, check the service performance of any device of this type. Evidence ofunsatisfactory performance or discovery of undesirable conditions may cause revocation of thecertificate at the discretion of the Committee.

15.0 Manufacturers shall advise the Manager—Intermodal Car Performance Subcommittee of allsales of hitches during the 2 years following the issuance of a conditional Certificate of Approval.These reports must be submitted every 6 months.

16.0 Use of a certified noncushioned hitch must be limited to cars having car body cushioningequal to or better than the cushioning utilized on the test car at the time of certification.

17.0 A change in car weight of more than 7.5% will require reapplication and retest. Otherchanges in car design will be reviewed on an individual basis.

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APPENDIX B M-9282/1/04

APPENDIX BTRACTOR DIMENSIONS AND CLEARANCE ENVELOPE FOR FLATCARS

Fig. B.1 Recommended tractor dimensions for use with tractor-operated hitches

Fig. B.2 Trailer clearance envelope for flatcars

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APPENDIX CM-9282/1/04

APPENDIX CAPPROVED CUSHION UNITS

The following cushion units are approved for the indicated car/hitch combinations:

Cushion Unit Type of Hitch Approved Type of CarKeystone 6-in. unit

Part No. 9976ACF 5C 89-ft flatcar

Keystone 8-in. unitPart No. 10929

ACF 5C Santa Fe modifieda/ flatcar from boxcar

a/ Pending car approval by the Equipment Engineering Committee

Miner TCU-40 ACF 5C Single platform flatcarMiner TCU-5 ACF 5C 89-ft flatcarOleo WX-2269 (HC-506) ACF 5C 89-ft flatcarOleo WX-2063 (HC-508) ACF 5C 89-ft flatcarOleo Wx-2202 (HC-908F) ACF 6H TG Railway modified flatcar from boxcarOleo WX-2202 (HC-908F) ACF 5C Santa Fe modifieda/ flatcar from boxcarOleo WX-2569 (HC-906S) ACF 5C 89-ft flatcar

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M-928A2/1/04

HIGHWAY TRAILER HITCHES FOR FREIGHT CARS WITH 90,000-LB MAXIMUM GROSS VEHICLE WEIGHT CAPACITY

SpecificationM-928A

Adopted: 2003

1.0 SCOPE

1.1 This specification became effective September 1, 2003.

1.2 This specification covers the mechanical characteristics, structural adequacy, and testingrequirements of highway trailer hitches of 90,000-lb maximum gross vehicle weight capacity(MGVWC) that will be approved for application to both free/unrestricted interchange and con-trolled/restricted interchange freight cars. This specification also applies to new hitch designs putinto service after the effective date of the specification.

1.3 It is the intent under this specification that the securement means of a highway trailer to afreight car will not subject the hitch structure or the trailer kingpin to a longitudinal force greaterthat 240,000 lb. For free/unrestricted interchange freight cars, any impact speed up to and includ-ing 10 mph must not exceed the 240,000-lb maximum longitudinal kingpin force. For controlled/restricted interchange freight cars, the 240,000-lb maximum longitudinal force is validatedthrough a static test.

2.0 CONSTRUCTIONHitches shall be built to include all items necessary to satisfy the functional requirements of thisspecification and to provide efficient operation, even if some details are not mentioned in this spec-ification.

2.1 A lock must be provided that prevents a hitch’s trailer-retaining feature from losing its gripon the kingpin until unloading operations are put into motion.

2.2 Each locking mechanism that is essential to securing the hitch in an upright position and tosecuring the trailer to the hitch must indicate, by visual inspection from the ground and from bothsides of the car, when the locking mechanism is positively locked and the kingpin is properlyseated in the kingpin-retaining mechanism. The standard convention is to have the yellow button(barrel) extend beyond the hitch when unlocked and retracted flush or slightly recessed whenlocked.

2.3 The kingpin-retaining mechanism, whether manually or automatically operated, must be of adesign that can be manually unlocked and can remain in the unlocked position until the next load-ing operations are put into motion.

2.4 The kingpin-retaining mechanism must be specifically designed for use with the standardconfigurations of the trailer kingpin, S.A.E. J700, and must engage a minimum of 50% of the avail-able area of the top surface of the kingpin collar. The mechanism must be capable of pulling aloaded trailer, with its pneumatic or mechanical brakes applied, into the locked position whererequired by the kingpin-retaining mechanism design.

2.5 Lateral and longitudinal loads shall be applied to the major diameter of the kingpin as closeto the top surface of the trailer-support member of the trailer as possible.

2.6 The hitch’s trailer-support member must provide adequate bearing, 550 in.2 minimum, to pre-vent damage to the trailer during transit and loading/unloading operations. The top of the hitch’strailer-support member must be flat for a minimum width of 28 1/2 in. The top of the trailer-sup-port member must be flat within ±1/16 in. over the entire bearing area.

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M-928A2/1/04

2.7 Cushioned hitches must be designed so as to return a trailer, having its parking brakesapplied, to the hitch’s neutral position within a tolerance of ±10% of the fore and aft hitch-headtravel.

2.8 The height of a trailer-support member’s top surface of shall be within ±3/8 in. of the designheight of the trailer hitch. Compliance is determined by measuring the distance from the tire sup-port surface to the trailer support surface (hitch head). This is a vertical measurement taken ateach side of the trailer-support member with the hitch locked in an upright position. The trailersupport member’s top surface shall be level within ±1/8 in. above a flat level base plate measuredvertically at each side of the trailer support member with the hitch locked upright.

2.9 All pins that connect structural members must be provided with plate retainers welded to thestructural members. The use of pins with heads is recommended so that only one pin retainer isrequired per pin. Additionally, it is recommended that the pin retainer be located in an area that iseasily inspected; the outside surfaces are recommended.

2.10 The trailer hitch kingpin locking jaws will have a hardness of 330–370 BHN.

3.0 TEST CONDITIONSThe hitch must withstand test loads without damage to any part of the hitch. For this purpose,damage will be defined as any permanent deformation, unless specifically defined, or any condi-tion that prevents continued service of the hitch. Damage will be determined by visual inspectionand by operation with a loaded trailer.

3.1 Impact Test

3.1.1 Hitches with built-in cushioning that are designed for free/unrestricted interchange servicemust not exceed 240,000 lb of kingpin force at any impact speed up to and including 10 mph whentested on a car equipped with standard draft gear. Hitches without built-in cushioning that aredesigned for free/unrestricted interchange service must meet the requirements of this specificationwhen tested on a car with car body cushioning that provides for a kingpin force not exceeding240,000 lb at any impact speed up to and including 10 mph. Hitches that are designed for con-trolled/restricted interchange service are not required to be impact-tested but are required to meetthe static test requirements.

3.1.2 Hitches with built-in cushioning that are designed for free/unrestricted interchange servicemust be qualified on each type of car on which the hitch is intended to be applied. Hitches withoutbuilt-in cushioning that are designed for free/unrestricted interchange service must be qualified ona typical car type, to be determined by the hitch manufacturer and agreed upon by the AAR, toverify the structural adequacy of the hitch.

3.1.2.1 Hitch manufacturer shall furnish, for inspection and evaluation of the hitch applicationand for impact test purposes, the car complete with the hitch installed in accordance with the pro-duction application design.

3.1.2.2 Cars having multi-trailer capability must have a hitch installed at each trailer location.

3.1.3 The car equipped with hitches under test shall be the hammer car (moving car). Cars withhitches designed to provide cushioning for the trailer are to be equipped with 24 5/8-in. standardpocket draft gears that are in good condition and that meet AAR Manual of Standards and Recom-mended Practices, Section B, Specification M-901E. Cars with hitches not designed to providecushioning for the trailer are to be equipped with a suitable cushioning device (other than stan-dard draft gear) that will be considered part of the cushioning system.

3.1.4 The anvil (standing cars) shall consist of three nominal 70-ton-capacity open top cars, eachloaded with sand or other granular material to a minimum gross rail weight of 220,000 lb. Thehandbrake is to be set tightly on the third (non-struck) car in the string. Free slack between cars isto be removed without compressing the draft gears. No restraint other than the handbrakes on the

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M-928A2/1/04

last car is to be used. All anvil cars are to be equipped with AAR standard draft gears meetingMSRP Specification M-901E.

3.1.5 The test car shall be loaded with a trailer at all hitch locations. Trailers must comply withAAR Manual of Standards and Recommended Practices, Section C, Part II, Specification M-1001,paragraph 4.1.3.4.1. Trailer lading shall be of a rigid material such as concrete blocks or steel bil-lets rigidly secured to the trailer body. Trailer service brakes shall be released (which automati-cally applies the parking brake).

3.1.6 The test car that is designed for free/unrestricted interchange service is to be impacted intothe anvil cars at speeds of 4, 6, 8, and 10 mph (in this order) in both directions. The test car that isdesigned for controlled interchange service is to be impacted into the anvil cars at speeds in 2-mphincrements from 2 mph up to a speed at which the 240,000-lb kingpin force is reached. Additionalimpacts may be made at the option and expense of the manufacturer. (See MSRP SpecificationM-1001 for coupler force requirements at 10 mph.)

3.2 Static Tests

3.2.1 Static tests shall be performed on one hitch, applied either to the test car or to a test standin a manner representative of an average commercial application.

3.2.2 For controlled/restricted interchange freight cars only, a longitudinal load of 240,000 lbshall be applied to the hitch on a plane with and through the kingpin in position. This loadingshall be applied for at least 10 minutes.

3.2.3 A vertical downward load of 75,000 lb shall be applied to the support member of the hitchfor a period of at least 1 minute.

3.2.4 A lateral load of 37,500 lb shall be applied to the hitch on a plane with and through thekingpin in position. This loading shall be applied for at least 1 minute.

3.2.5 A vertical upward loading of 150,000 lb must be applied to the kingpin collar by a jackingbeam arrangement that will simultaneously apply a vertical reaction force at one side of thetrailer support member. The jacking beam arrangement and the jacking force must develop theminimum 150,000-lb force on one side of the kingpin collar. This loading shall be applied for aduration of at least 10 minutes. For hitches having nonsymmetrical securement to the kingpin,this test must be performed on both sides of the hitch.Angular rotation between the top surface of the hitch support member and the jacking beam mustnot exceed 5° during this test. Upon completion of the test, any permanent deformation of thehitch’s trailer support member that exceeds 1/8 in. will be considered a failure.

4.0 INSTRUMENTATION

4.1 All instrumentation must comply with the AAR Manual of Standards and RecommendedPractices, Section B, Specification M-901F, and must be approved by the Transportation Technol-ogy Center, Inc., prior to testing.

4.2 The applied loads shall be measured only during static tests.

4.3 During impact tests, the impact velocity and the longitudinal horizontal kingpin force shallbe measured during each impact and at all kingpins.

5.0 MARKINGApproved hitch and hitch components will be labeled as approved for 90,000 service.

6.0 SERVICE PERFORMANCEA conditional Certificate of Approval shall carry a stipulation limiting the number of applicationsto 3,000 hitches that may be placed in service during the first 2 years. During the time the certifi-cate is conditional, a record of all service failures shall be reported semiannually to the Manager—

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M-928A2/1/04

Intermodal Car Performance Subcommittee. After the expiration of the 2-year service period, atleast 10 hitches must be inspected by representatives designated by the AAR. If the condition ofthe hitches on these cars is satisfactory, an unconditional Certificate of Approval may be granted.

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APPENDIX A M-928A2/1/04

APPENDIX AINSTRUCTIONS REGARDING THE APPLICATION FOR CERTIFICATE OF

APPROVALThe following instructions will govern the Intermodal Car Performance Subcommittee’s applica-tion and approval of highway trailer hitches for freight cars.

1.0 The manufacturer must be an approved M-1003 facility.

2.0 The manufacturer is to make application to the Chief—Technical Standards, TransportationTechnology Center, Inc., P.O. Box 11130, Pueblo, CO 81001.

3.0 A separate application shall be made for each different type of hitch for which approval isdesired.

4.0 Each application shall be accompanied by four sets of drawings that provide the followinginformation:

4.1 Drawings shall show the general arrangement, overall dimensions, and type of materials forthe hitch and the installation of the device to the actual car submitted for the test.

4.2 In the case of the car construction, drawings shall show details of the hitch’s supportingstructure and parts that house the hitch as to design, material used, and tolerances provided for.

4.3 Twenty additional sets of the application and general arrangement drawings shall be fur-nished for distribution to the members of the Committee.

5.0 All tests of hitches must be made at an approved test site. The manufacturer’s facility may beapproved by the AAR Intermodal Car Performance Subcommittee if it contains facilities formeeting all test requirements.

6.0 The AAR shall provide an official observer when the hitch is tested in accordance withparagraph 3.0 of this specification. Upon completion of individual impacts made in accordancewith paragraph 3.0, the official observer shall be provided with data as outlined in paragraphs 4.2and 4.3 of this specification. These data shall be considered tentative until such time as they arechecked and a final report on the tests is made. Charges covering the time and expenses of theofficial observer will be rendered to the manufacturer.

7.0 The manufacturer’s representative may discontinue the test at any time and withdraw themanufacturer’s device if desired.

8.0 Representatives of any other hitch manufacturer will not be permitted to be present duringthe tests except by permission of the manufacturer of the device under test.

9.0 No exemptions to these specifications will be made unless presented in writing and approvedby action of the Committee prior to any testing under the specification.

10.0 Following completion of all tests as required by paragraph 3.0 of this specification, themanufacturer shall submit four copies of the test data to the Intermodal Car PerformanceSubcommittee. A report will be issued by the Intermodal Car Performance Subcommittee andshall contain all required test data and copies of oscillogram records showing the kingpin forces

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APPENDIX AM-928A2/1/04

measured during the impact tests as required under paragraph 3.0 of this specification. Copies ofthe AAR report shall be distributed to the Committee.

11.0 A conditional Certificate of Approval will be issued after all the requirements of thisspecification have been met as evidenced by the report of the AAR representative (observer) andafter the concurrence of the Committee.

12.0 Unconditional approval will be issued by the Committee in accordance with paragraph 6.0 ofthis specification.

13.0 After a conditional Certificate of Approval is issued, if a manufacturer desires to make anychanges that significantly affect the cushioning, structural adequacy, or trailer securementfeatures of the hitch or if a change is made in identifying specifications for the purpose ofclarification or correction, the Intermodal Car Performance Subcommittee shall be advised. TheCommittee will decide in each case what action is to be taken on these changes.

14.0 At its own expense, the Committee may make complete specification tests of an averagecommercial installation of a hitch in order to establish that standards are being maintained.Failure to pass this test may cause revocation of the manufacturer’s certificate at the discretion ofthe Committee. The test shall be conducted at an AAR test site or the manufacturer’s facility. Themanufacturer shall make its facility available to the AAR upon request or shall waive therestriction of conducting tests only at an AAR test site or the manufacturer’s facility.

15.0 After a Certificate of Unconditional Approval has been granted for a design of a hitch, theCommittee may, at any time, check the service performance of any device of this type. Evidence ofunsatisfactory performance or discovery of undesirable conditions may cause revocation of thecertificate at the discretion of the Committee.

16.0 Manufacturers shall advise the Intermodal Car Performance Subcommittee of all sales ofhitches during the 2 years following the issuance of a conditional Certificate of Approval. Thesereports must be submitted every 6 months.

17.0 Use of a certified noncushioned hitch must be limited to cars having car body cushioningequal to or better than the cushioning utilized on the test car at the time of certification.

18.0 A change in car weight of more than 7.5% will require reapplication and retest. Otherchanges in car design will be reviewed on an individual basis.

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APPENDIX B M-928A2/1/04

APPENDIX BRECOMMENDED TRAILER DIMENSIONS AND TRAILER CLEARANCE

ENVELOPE

Fig. B.1 Recommended tractor dimensions for use with tractor-operated hitches

Fig. B.2 Trailer clearance envelope for flatcars

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M-9292/1/04

GREASE FOR LUBRICATION OF TRAILER HITCHES ON FLATCARS

SpecificationM-929


1.0 SCOPEThis specification covers grease suitable for lubricating retractable trailer hitches, stanchions, orother screw-type or knockdown-type devises used in securing highway trailers to flatcars.

2.0 PROPERTIES AND TESTS—GENERAL

2.1 Soaps and FillersThe grease shall be a homogeneous combination of well-refined mineral oil, lithium soap, andmolybdenum disulphide compounded so as to obtain a minimum of separation of the constituentsover long periods of time. It shall contain no fillers such as clay, talc, mica, or gypsum.

2.2 Mineral Oil

2.2.1 ContentThe grease shall contain a high-quality, solvent-refined mineral oil as determined by ASTMMethod D-128.

2.2.2 The petroleum oil, extracted in accordance with ASTM Method D-128, shall conform to thefollowing properties:

3.0 PHYSICAL PROPERTIES AND TESTS

3.1 General

3.1.1 This grease shall be of uniform consistency and free from lumps and shall not harden withage or exposure.

3.1.2 Samples taken from well-mixed contents of a container shall conform to the followingrequirements:

3.2 PackingLubricant for trailer hitch on flatcars shall be put up in 5-lb friction-top cans or in metal drums orcontainers, according to the purchasers’ requirements as specified on the orders.

Requirements Method of AnalysisSaybolt Univ. viscosity at 210 °F Min. 78 seconds ASTM D-445Viscosity index Min. 80 seconds ASTM D-2270

Requirements Method of AnalysisWorked consistency at 77 °F MM/10 265–295 ASTM D-217Dropping point, °F Min. 360 ASTM D-566Oxidation stability, psi drop in 100 hours Max. 12 ASTM D-942‘Moisture, percentage Max. 0.20 ASTM D-95Corrosion test Must pass Fed. Test Method 791

Method 5304Molybdenum disulfide (300-mesh maximum size) percentage by weight Min. 3.0Lithium hydroxy stearate soap, percentage by weight 4.0–9.0

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M-9292/1/04

3.3 MarkingThe seller shall mark each can, drum, or container as follows:

3.4 Place of Making TestsTests governing the acceptance or rejection of lubricant for trailer hitch on flatcars will ordinarilybe made at the laboratory of the purchaser and at purchaser’s expense.

3.5 CertificationThe purchaser may, if he or she so elects, request the seller to furnish a certified copy of seller’slaboratory test report showing that the lubricant furnished fully meets the requirements of thisspecification. The request for the certified report must accompany the order for any lot of grease sopurchased.

3.6 RejectionLubricant for trailer hitch on flatcars that fails to conform to the requirements of this specificationwill be rejected, and the seller will be notified.

3.7 RehearingSamples tested in accordance with this specification that represent rejected material shall be heldfor 14 days from the date of the test report. In case of dissatisfaction with the results of the test,the seller may make claim for rehearing within that time.

LUBRICANT FOR TRAILER HITCH ON FLATCARSAAR Spec. M-929

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M-9302/1/04

CLOSED VAN CONTAINERS FOR DOMESTIC INTERMODAL SERVICE

SpecificationM-930


CONTENTS

Paragraphor Appendix Topic Page1.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–202.0 Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–203.0 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–204.0 General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–214.1 Handling Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–214.2 Exterior and Interior Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–214.3 General Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–224.4 Gooseneck Container Tunnel Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–224.5 Maximum Gross Weight Ratings (MGWR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–234.6 Special Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–234.7 Marking, Identification, and Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–245.0 Design Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–255.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–255.2 Dynamic Load Factors for Loads Acting through Handling Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–265.3 Design Requirements for Specific Parts of the Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–276.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–306.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–306.2 Dimensional Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–316.3 Stacking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–316.4 Lifting from the Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–316.5 Strength for Side or Straddle Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.6 Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.7 Front End Wall Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.8 Rear End Wall Strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.9 Side Wall Strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.10 Roof Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.11 Floor Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–326.12 Racking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–336.13 Weatherproofness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–336.14 Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–347.0 Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–348.0 Certification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–349.0 Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3410.0 Oversight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–34

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M-9302/1/04

LIST OF FIGURES

11.0 Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3412.0 Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–34Appendix A Closed-Van, Dry-Cargo, Domestic Container, 28 ft Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–60Appendix B Requirements for Containers Equipped with Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–65Appendix C Thermal Domestic Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–70

Fig. Number Caption PageFig. 13.1 Extreme dimensions for 8-ft 0-in.-wide × 20-ft and 40-ft containers only . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–35Fig. 13.2 External dimensions for 8-ft 6-in.-wide closed van containers longer than 40 ft . . . . . . . . . . . . . . . . . . . . . . I–36Fig. 13.3 External dimensions for 8-ft 6 3/8-in.-wide high-cube, closed van containers longer than 40 ft . . . . . . . . . . I–37Fig. 13.4 Top corner fittings on 20-ft and 40-ft containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–38Fig. 13.5 Bottom corner fittings on 20-ft and 40-ft containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–39Fig. 13.6 Top intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–40Fig. 13.7 Top intermediate fitting for 8-ft 6 3/8-in.-wide, high-cube, closed van containers longer than 40 ft . . . . . . . . I–41Fig. 13.8 Bottom intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . I–42Fig. 13.9 Bottom intermediate fitting for 8-ft 6 3/8-in.-wide, high-cube, closed van containers longer than 40 ft . . . . . I–43Fig. 13.10 Bottom corner fitting for 8-ft 6-in.-wide containers longer than 40 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–44Fig. 13.11 Front aperture for high-cube units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–45Fig. 13.12 Dimensions of gooseneck tunnel for standard cube containers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–46Fig. 13.13 Dimensions of gooseneck tunnel for 8 ft 6 3/8-in.-wide high-cube, closed van containers longer than 40 ft . I–47Fig. 13.14 Top rail protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–48Fig. 13.15 Lift pads (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–49Fig. 13.16 Maximum gross weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–50Fig. 13.17 Maximum legal DOT weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–50Fig. 13.18 Dynamic strength requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–51Fig. 13.19 Stacking requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–51Fig. 13.20 Top lift requirement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–52Fig. 13.21 Straddle lift requirements (45-ft, 48-ft, 53-ft units only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–52Fig. 13.22 Straddle lift requirements (20-ft and 40-ft units only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–53Fig. 13.23 Longitudinal restraint requirement (20-ft to 40-ft unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–53Fig. 13.24 Longitudinal restraint requirement (compression and tension) (45-ft, 48-ft, and 53-ft units) . . . . . . . . . . . . . I–54Fig. 13.25 Longitudinal end fitting compression restraint requirement (45-ft, 48-ft, and 53-ft units) . . . . . . . . . . . . . . . . I–54Fig. 13.26 Transverse restraint requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–55Fig. 13.27 Front and rear strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–55Fig. 13.28 Side wall strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–56Fig. 13.29 Roof strength (anywhere on the roof) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–56Fig. 13.30 Ultimate floor strength (distributed load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–57Fig. 13.31 Ultimate floor strength (centered load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–57Fig. 13.32 Floor deflection requirement (uniformly distributed load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–57Fig. 13.33 Longitudinal racking requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–58

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Fig. 13.34 Transverse racking requirement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–58Fig. A.2 External dimensions for 8-ft 6-in.-wide × 28 ft long closed van containers . . . . . . . . . . . . . . . . . . . . . . . . . . I–62Fig. A.3 Upper handling fittings for a 28-ft closed van container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–63Fig. A.8 Dimensions of gooseneck tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–64Fig. B.1 Type I electrical connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–68Fig. B.2 Type II electrical connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–69

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CLOSED VAN CONTAINERS FOR DOMESTIC INTERMODAL SERVICE

SpecificationM-930


1.0 SCOPE

1.1 This specification defines the design, testing, inspection, and performance requirements fordomestic, closed, van-type, cargo containers that are demountable from railway cars and highwaychassis and are interchangeable between the rail and highway modes of transport.

1.2 For specifications of special-purpose containers, refer to the appendices following this basespecification. If the containers are also to be used in the marine mode, reference the ISO 1496series standards for additional requirements.

1.3 The provisions of this specification are effective for containers ordered after July 1, 2003.

1.4 Containers certified under this specification must meet all applicable federal, state, and AARregulations.

2.0 OBJECTIVESThis specification is intended to provide minimum standards for the purchase and construction ofcontainers to be used in the rail and highway modes of transport. The specification will identifythe design and test parameters required for new domestic containers to ensure a minimum15 years of useful service life and to facilitate ease of maintenance. Cubic capacity should be maxi-mized within the physical constraints of this specification. It is not the intent of this specificationto place restrictions on the structural design methods or the use of any materials.

3.0 DEFINITIONS

Term DefinitionDouble stack Well-type railcar that can transport two levels of intermodal contain-

ers.Intermodal container

Unit of equipment for carrying cargo in multiple modes of transportation; is supported by a container chassis during highway transport and a railcar during rail transportation.

Handling fitting Box-shaped device with uniquely shaped holes (apertures) used to secure or lift containers.

Load factor Usually the maximum gross weight rating (MGWR) or payload; used to relate a dynamic force to a static weight; may be used interchangeable with “G” (acceleration).

Maximum gross weight rating (MGWR)

Maximum weight of a unit and its payload based on its structural capability.

Side lifting Lifting a container with a device located to the side of the container. A side-lifting device may lift the container at the top with twistlocks or from the bottom with lifting arms.

Straddle lifting Lifting a container with a lifting device such as an overhead crane or straddle carrier that straddles over the top of the containers. (A straddle carrier is a crane designed to lift containers and move them relatively long distances longitudinally along a track at relatively high speeds.)

Tare weight Weight of an empty unit.

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4.0 GENERAL REQUIREMENTS

4.1 Handling FittingsRefer to Fig. 13.1 for positioning dimensions and manufacturing tolerances of lifting/stackingaperture faces and openings. See Fig. 13.2 for aperture locations. Design must provide for secure-ment at the lower fitting locations to industry standard roadway chassis, flatbeds, COFC railcars,TOFC railcars, and double-stack railcars equipped with deck-mounted, low-profile, AAR-approvedtwist lock or pin locks. Handling fittings must be capable of utilizing manual, semiautomatic, andfully automatic interbox connectors when stacked in double-stack railcars as well as low-pro-file-type (3.375-in. maximum height cone) COFC pedestal and twist-lock devices.

4.1.1 Corner Fittings for 20-ft and 40-ft Containers 8 ft WideThe container must be equipped with four top and four bottom corner fittings as shown inFigs. 13.4 and 13.5.

4.1.2 Handling Fittings for Containers 8 ft 6 in. Wide or High-Cube Containers8 ft 6 3/8 in. Wide and Longer Than 40 ftThe container may be equipped with ISO or wide-top pick (WTP) handling fittings, subject to thepurchaser’s specification and agreements with handling railroads.

4.1.2.1 The ISO container must be equipped with four top and four bottom handling fittings asshown in Figs. 13.6 and 13.8 or 13.9. These fittings must be located at the 40-ft intermediate loca-tions as shown in Fig. 13.2 and located by the “S” dimension. ISO containers must have additionalhandling fittings as shown in Fig. 13.10 and located as shown in Fig. 13.2 at extreme bottom ends.

4.1.2.2 The WTP container must be equipped with four top and four bottom handling fittings asshown in Figs. 13.7 and 13.9. These fittings must be located at the 40-ft intermediate locations asshown in Fig. 13.3 and located by the “S” dimension. WTP containers must have additional han-dling fittings as shown in Fig. 13.11 and located as shown in Fig. 13.3 at extreme bottom ends.Note that side and end face apertures are not required at the rear of the container. Additionalapertures may be provided at other locations as required by the user.

4.1.3 Unit NumbersThe unit number shall be stamped into the roadside lower front fitting and the curbside lower rearfitting.

4.2 Exterior and Interior DimensionsThe unloaded container must conform to the dimensions and tolerances shown below and illus-trated in Figs. 13.1, 13.2, and 13.3.

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4.3 General DimensionsGeneral dimensions must be as follows:

4.4 Gooseneck Container Tunnel DimensionsGooseneck container tunnel dimensions shall be as specified in Fig. 13.12 for standard containersand Fig. 13.13 for high-cube containers.

Table 4.1 Exterior dimensions of an unloaded containerNominal Exterior Actual Exterior Tolerance Interior Minimum

Length20 ft 19 ft 10 1/2 in. +0 in. –1/4 in. 19 ft 2 3/4 in.40 ft 40 ft 0 in. +0 in. –3/8 in. 39 ft 4 1/8 in.45 ft 45 ft 0 in. +0 in. –3/8 in. 44 ft 4 1/8 in.48 ft 48 ft 0 in. +0 in. –3/8 in. 47 ft 4 1/8 in.48 ft high cube 48 ft 0 in. +0 in. –3/8 in. 47 ft 6 in.53 ft 53 ft 0 in. +0 in. –3/8 in. 52 ft 4 1/8 in.53-ft high cube 53 ft 0 in. +0 in. –3/8 in. 52 ft 6 in.

Width8 ft 8 ft 0 in. +0 in. –3/16 in. 7 ft 7 13/16 in.8 ft 6 in. 8 ft 6 in. +0 in. –3/16 in. 8 ft 1 13/16 in.8 ft 6 in. high cube 8 ft 6 3/8 in. +0 in. –3/16 in. 8 ft 3 in.

Height8 ft 8 ft 0 in. +1/16 in. –3/16 in. 7 ft 2 5/16 in.8 ft 6 in. 8 ft 6 in. +1/16 in. –3/16 in. 8 ft 8 5/16 in.9 ft 0 in. 9 ft 0 in. +1/16 in. –3/16 in. 8 ft 2 5/16 in.9 ft 6 in.a/

a/ Must be equipped with tunnel sections at the front end of their structure for use with gooseneck-type chassis for legal highway height limits (13 ft 6 in. in most states). See Fig. 13.12 for standard containers and Fig. 13.13 for high-cube containers.

9 ft 6 in. +1/16 in. –3/16 in. 9 ft 8 5/16 in.9 ft 6 in. high cubea/ 9 ft 6 1/2 in. +1/16 in. –3/16 in. 9 ft 1 3/8 in.

4.3.1 Clear Door Height For standard containers, minimum outside height minus 12 in. For high-cube containers, the floor boards may be sloped downward with the understructure, as required, nominal 6 ft from door end, to provide nominal 9 ft 1 3/8 in. clear door opening.

4.3.2 Clear Door Width For standard and high-cube containers, minimum outside width minus 4 in.

4.3.3 Upper Handling Aperture Fitting Encroachment

At the intermediate handling frames, some encroachment of the cargo space at the upper handling fitting may be expected. Encroachment shall be limited to 6 in. down from the underside of the intermediate header.

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4.5 Maximum Gross Weight Ratings (MGWR)(See Figs. 13.16 and 13.17.)

4.6 Special Features

4.6.1 AccessAccess to the inside of the container by the door must be from at least one end.

4.6.2 Weatherproof RequirementThe containers must be weatherproof as determined by the applicable test in paragraph 6.1.3. Riv-eted or mechanically fastened components must be assembled with waterproofing barrier materi-als. Assembly of the container must incorporate waterproofing barrier materials at all locationssubject to ingress of water and environmental contamination. In addition, all closed-box and tubu-lar sections must be equipped with 5/8-in. minimum drain holes.

4.6.3 Base Structure DeflectionWhen the container is loaded to the maximum gross weight with the cargo evenly distributed overthe surface of the floor, its base structure must not deflect below the bottom of the lower handlingfittings.

4.6.4 Base Plane Clearance of ContainersThe base plane of the container shall be the plane defined by the bottom of the primary lower han-dling fittings. When the container is in the unloaded condition, the bottom plane of the cross mem-bers (including the end sills) or of the corresponding substructure plane must be 1/2 in. (+3/16 in.,–1/16 in.) above the base plane. Corner fittings on containers over 40 ft must be 1/4 in. (±1/4 in.)above the base plane.

4.6.5 Clearance ProfileNo part of the container may project beyond the permissible overall external dimensions when thecontainer is in an unloaded condition.

4.6.6 Upper Handling Fitting ProjectionThe top of the upper handling fittings must project a minimum of 1/8 in. above any other part ofthe container structure except the intermediate frame header and reinforcement described inparagraph 5.2.6.1.

4.6.7 Recessing of FastenersThe side sill configuration must provide for fasteners to be recessed inside the overall width of thecontainers.

4.6.8 Manifest ReceptacleWhen specified, one weather-tight manifest receptacle shall be provided. The minimum pocket sizeshall be 13 in. high, 6 1/2 in. wide, and 5/8 in. deep. The receptacle shall not protrude beyond theoverall external dimensions of the container.

Table 4.2 Maximum gross weight ratingsNominal Length

(ft)Maximum Gross Weight Rating (MGWR

(lb) (lading plus tare)53 67,20048 67,20045 67,20040 67,20020 52,900

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4.6.9 Top Rail Protector (Optional)For containers subject to side lift, a nominal 9-ft-long top rail protector is to be applied to each sideof the top rail, centered between the intermediate frames, as shown in Fig. 13.14. The design is toprovide protection of the top rail and roof edge from damage by the center mast area of side-lifting,container-handling equipment. Designs incorporating integral protection are acceptable.

4.6.10 Lift Pads (Bottom Rail Protectors) (Optional)

4.6.10.1 When lift pads are provided, to accommodate lift shoes, a clear, unobstructed 8-in.-wide× 5-ft-long surface shall be provided, starting within 2 ft of the end frames, on each side of the con-tainer. Containers longer than 40 ft are an exception; their surfaces shall start within 2 ft of the40-ft handling fittings and extend toward the center of the container. See Fig. 13.15.

4.6.10.2 Horizontal surfaces of lifting pads shall extend inward a minimum of 6 in. from the out-side vertical plane of the container. The vertical surface of the lift pads shall extend upward a min-imum of 2 1/4 in. from the bottom side rail.

4.6.10.3 Lift pads shall be fastened to the container in a manner that prevents damage to lift padattachments by lifting machine lift shoes.

4.6.11 Roof Arch (Optional)The roof structure may be arched upward in the center by 1/4 in. to 3/8 in. to facilitate drainage.

4.6.12 Miscellaneous ConsiderationDesign should optimize maintenance-free operation with minimal wind resistance. Design shouldincorporate industry standard components and parts to provide ease of maintenance and repair.

4.7 Marking, Identification, and Coating

4.7.1 MarkingEach container shall have a two- to four-digit alpha reporting mark, ending in “U,” that is assignedin accordance with the provisions of ISO Standard 6346. This code, which represents the vehicle’sowner or lessee, shall be followed by a maximum six-digit number, which shall be determined inaccordance with the AAR Code of Trailer and Container Service Rules and shall be located on allfour sides of the container, as indicated in ISO 6346. Also, the tare and maximum gross weightsshall be shown on the curb-side (right-hand) rear door. In addition, the following shall be indicatedon the containers:

• Manufacturer’s name plate• Manufacturer’s data plate• Exterior dimensions• Interior dimensions• Certification plate (see paragraph 8.0)• Floor rating (to be stenciled on the interior wall, curb side, top one third of container and

on the nose at mid-height)• Repair decal—When components require special weld or repair procedures, such as pre-

heat or other than E70 equivalent electrodes, a special decal must be affixed to the con-tainer advising repair companies of such. Manufacturer-approved repair procedures must be made available through printed manuals or Internet access.

These markings are the minimum markings required. If a check digit or other marking be desired,refer to ISO 6346.

4.7.2 Intermediate Handling FittingsIntermediate handling fittings (lift points) may be marked by a contrasting color from the remain-der of the container to assist the lift operator in alignment while stacking or unstacking. If the con-

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tainer is equipped with wide top pick (WTP) position upper fittings, the exposed castings are to bepainted blue (Pantone 293), and WTP decals must be positioned close to each casting on the sides.

4.7.3 Automatic Equipment Identification Tag (Optional)An automatic equipment identification (AEI) tag may be placed on each container. If applied, thetag must perform and be programmed and positioned in accordance with the AAR Manual of Stan-dards and Recommended Practices, Section K, Standard S-918.

4.7.4 PlacardingHazardous material placards must be located to be visible when carried in intermodal dou-ble-stack cars (bottom or top position). Nominal dimensions are to be 72 in. from the bottom siderail and 60 in. inboard from ends, all four sides.

4.7.5 UndercoatingUnderside shall be coated with a protective coating to include the floor bottom side and the insideof the tunnel. Coatings must provide 15 years of service.

4.7.6 Recommended Application Criteria for Coatings

4.7.7 Test Requirements for Coating Systems

5.0 DESIGN REQUIREMENTS

5.1 General

5.1.1 When loaded to MGWR, containers will be subjected to dynamic forces resulting fromimposed accelerations acting through the securement. The following minimum load factors andthe test requirements as outlined in paragraph 6.0 will apply.

5.1.2 The designer must determine the amount, if any, by which the container should exceed theminimum design requirements. Allowances should be made for the physical and chemical proper-ties of the materials of construction (fatigue, corrosion, galvanic action, and similar consideration)and for normal wear and tear of engaging parts during the expected life of the container. Particu-lar consideration must be given to the possible adverse effects of galvanic action at the mating sur-faces of dissimilar materials.

5.1.3 All materials for construction must perform within a temperature range of –40 °C to 80 °C.

Criteria Minimum Acceptable StandardBlast profile, SSPC-6 2.0 – 2.5 milPrimer, zinc epoxy, 65% dry weight 2.0 – 2.5 mil dryFinish, poly, isocyanate 9approved) ≤3.5 VOC 2.0 – 2.5 mil dry

Criteria Minimum Acceptable StandardX-hatch adhesion (ASTM D-3359) 5BImpact resistance (ASTM D-2794) Direct: 60 in.·lb (no crazing)

Reverse: 40 in.·lb (no crazing)Spray salt resistance (ASTM B-117) 2000 hours

<1/8 in. scribe creepvery slight rust run-down

no field blistersArtificial weathering (ASTM G-53/QUVA) 3000 hours

80% at 60° specular gloss retentioncolor accuracy ∆E ≤ 4.0

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5.1.4 Unless otherwise noted, all structural design requirements must be met without exceedingthe minimum yield strength of any portion of the structure. This requirement will be referred to asan “elastic” case. Equipment builder must be prepared to demonstrate through analysis and testthat this requirement is met.

5.2 Dynamic Load Factors for Loads Acting through Handling Fittings(Reference Fig. 13.18.)

5.2.1 Static LoadsThe static loads for design purposes are obtained by multiplying the load factors in paragraph 5.2by the maximum gross weight of the containers as listed in paragraph 4.5.

5.2.2 Load PathsLoads are to act through handling fittings that attach the container to the railcar, highway chas-sis, and upper fittings of the bottom container in a double-stack operation. The directions of theforces are to be applied along the three principal axes of the container in both directions. Attach-ment of the container to the railcar is at the end frame locations of 20-ft and 40-ft containers andat the 40-ft intermediate frame locations on containers over 40 ft.

5.2.3 Multiplicity of ForcesDesign loads so obtained are assumed to act singly or simultaneously in any combination of thevertical, longitudinal, and lateral directions.

5.2.4 Support and RestraintWhen carried on railcars, containers will be supported and/or restrained through the handling fit-tings as defined in paragraph 5.2.2. When carried on a highway vehicle, support and restraint willbe primarily the same as on the railcar, except that containers with intermediate frames can berestrained at the extreme frame ends. Additional support and restraint will be achieved by frontlower sill and end fittings and/or tunnel area, real sill, and floor cross members.

5.2.5 Loads for Both Rail and Highway Modes

5.2.5.1 Containers must be capable of taking longitudinal restraint loads in either direction bythe lower pair of handling fittings defined in paragraph 5.2.2 on either end of the containers.

5.2.5.2 Containers with intermediate frames must also be capable of withstanding longitudinalcompressive restraint loads by the lower pair of handling fittings located at either extreme end ofthe container.

5.2.5.3 Containers must be capable of taking lateral restraint loads in either direction by anylower pair of handling fittings on either side of the containers.

5.2.6 Terminal OperationsIn order to sustain loads imposed by terminal operations, containers must be capable of being sup-ported by either the four top handling fittings, the four lower handling fittings, or by straddle liftshoes that engage the containers at the underside of the bottom rails. Bottom rails may require liftpads.

5.2.6.1 Upper Handling Fitting ReinforcementThe intermediate frame headers must be a minimum of 32 in. wide and may incorporate integralrain troughs on each side. The area surrounding the upper handling fittings of the intermediateframes must be reinforced to reduce vertical impact damage caused by top lift equipment. Thereinforced area must be a minimum of 18 in. from the top outer side edge, and 12 in. on both sides

Direction of the Load Relative to the Axis of the ContainerVertical Lateral Longitudinal

2.0 0.3 2.0

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(front and rear) of the centerline of the aperture. The reinforced area may be provided at theextreme ends of containers, as well as at the intermediate lifting frames at the 40-ft locations on45-, 48-, and 53-ft. containers. The top surface of the reinforced area must be flush with or belowthe top surface of the handling fittings.

5.2.6.2 Stacking PostsStacking posts must be straight within ±1/8 in. convex or concave. Intermediate framing musthave the elastic structural capability of supporting the equivalent of three containers loaded totheir maximum gross weight on the four top handling fittings (one container plus another loadeddynamically with a 2.0 G augment). Maximum eccentricity between the support locations (han-dling fittings) of the containers must be assumed at 1 1/2 in. longitudinally and 1 in. laterally.Stacking post deflection caused by two containers loaded to their maximum gross weight on thefour top handling fittings is not to exceed AAR well car clearance width, accounting for maximumtolerances in the well car and container.

5.3 Design Requirements for Specific Parts of the Container

5.3.1 Side Walls

5.3.1.1 The side walls must be designed to withstand a uniformly distributed load equal to 30% ofthe maximum payload over each side wall. Side walls must be designed to elastically withstandlocalized bottom lifting forces described in paragraph 6.5 that may be imposed without bottom railprotectors, although they may be used for additional protection if desired. In addition to meetingthe structural requirements, the upper and lower side rails should be designed to resist damagefrom parking impacts and to facilitate repair.

5.3.1.2 If the interior wall is snag resistant, the protective inside lining may be reduced or elimi-nated. Scuff plates shall be corrugated galvanized steel or an equivalently rated composite, mini-mum 12 in. high from floor (including exposed bottom rail) installed directly to wall or side rails,full length. Designs incorporating equivalent integral side rail scuff protection are acceptable.

5.3.2 End Walls (Including Door and Door Hardware)

5.3.2.1 Front End WallsThe front end wall must be designed to elastically withstand a load equal to 40% of the maximumpayload uniformly distributed over the entire front end wall.

5.3.2.2 Rear End Wall (Including Doors)

5.3.2.2.1 The rear end wall must be designed to withstand the following loads:• A load uniformly distributed over the entire rear end wall equal to 40% of the container

maximum payload (elastically); and• A load uniformly distributed over the entire rear end wall equal to 70% of the container

maximum payload without catastrophic failure (door blowing entirely open) or an aperture opening such as to allow the loss of a typical carton of lading (12 in. × 12 in. × 12 in.).

5.3.2.2.2 The connection between the stacking frame and container sides must be designed tosustain the following loads with no catastrophic failure of the rails, side panels, or connections thatwould prevent the loaded container from being safely lifted from the well of a double-stack carwithout further damage to that portion of the container. The capability to withstand these loadsmust be demonstrated analytically or empirically. Panel buckling and/or localized shearing of riv-

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ets or panels, as well as total failure of the logistics tracks, doors, or front end wall, will be consid-ered acceptable.

• A longitudinal impact load resulting in lading shift that is sufficient in magnitude to cause failure of the front end or rear doors, and/or the logistics tracks. The intent is that the front and rear structure must fail before the stacking post connections fail.

• An impact load of 2.0 G where the top container imparts a longitudinal load of 134,400 lb into the stack frame and rails via one pair of upper castings. This assumes that tolerances in the container result in only two points of engagement during impact.

In either case, the test or analysis must assume the same restraint conditions contained in the lon-gitudinal restraint test (paragraph 6.6.1).

5.3.2.2.3 DoorThe door must be designed such that when loaded beyond the design load, failure will take place inthe door locking hardware and not in the connections between the end frame and the containerbody, nor in the door panels.

5.3.2.2.4 Door End Assembly

5.3.2.2.4.1 The door end assembly consists generally of the door frame, doors, door hinges, doorlocking hardware, and the attachment of these items.

5.3.2.2.4.2 The door end assembly must be designed to withstand maximum loads and fatigueracking forces imposed in rail operation. See paragraph 6.12.2.

5.3.2.3 Locking DevicesAll door seal locking devices, all door securement hardware, and all door attachment hardwaremust be affixed positively by fully welding or by using “tamper-proof” fasteners so as to precludeentry into the container by removal of any of the door hardware components. A minimum of onefastener on each of the top and bottom hinges and top and bottom lock rod support bearings mustbe “tamper-proof.” All door seal hasp fasteners must be “tamper-proof” as indicated below.

5.3.2.3.1 Fasteners

5.3.2.3.1.1 Fasteners may be considered “tamper-proof” by virtue of the original design orbecause of alteration to reusable fasteners that requires their destruction by burning or cutting toeffect removal. Examples of those considered to provide security through features of their originaldesign are driven solid rivets and lock bolts with swaged collars.

5.3.2.3.1.2 Reusable fasteners, such as nuts and bolts, that can be removed from the exterior ofthe door are not recommended. However, if used, they must be secured by fully welding the nut tothe bolt, or the bolt to its mating hardware. (Fully welding means welding around the entire cir-cumference of the bolt.)

5.3.2.3.1.3 Prevailing-torque fasteners, utilizing deformed threads or plastic inserts, are not con-sidered “tamper-proof” fasteners except when they are inaccessible, such as on refrigerated con-tainer doors.

5.3.2.3.1.4 Tack- or spot-welding is not permissible.

5.3.2.4 Bottom HingesBottom hinges of doors must be placed as close as possible to the floor, preferably with not morethan 2 in. from the top surface of the floor to the bottom of the lowest hinge.

5.3.2.5 Door Hold-Open DevicesDoor hold-open devices must be of a design and strength to hold doors securely against the side ofthe container in the open position when not in transit.

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5.3.2.6 Door FrameThe door frame must be designed to provide protection for the door hinges.

5.3.2.7 Secondary Lock and Customs SealThe design must provide for a secondary security hasp on the main door inboard operating rodapproximately 54 in. below the top of the container. The design must also provide for a customsseal on the locking handle and retainer.

5.3.3 Floors

5.3.3.1 Cargo LoadingFor cargo loading, the floor must be designed to elastically withstand a load of 50,000 lb (25,000-lbpayload × load factor of 2.0) uniformly distributed over any 10 linear ft within the container, span-ning from side rail to side rail, and with the balance of the payload (multiplied by a load factor of2.0) uniformly spread over the remaining length and width of the container floor. The floor mustalso withstand an equivalent load simulating a centered pallet of 43,600 lb on 48-in. centers dis-tributed over any 10 linear ft within the container and with the balance of the payload (multipliedby a load factor of 2.0) on 48-in. centers distributed fore and aft of the concentrated load.

5.3.3.2 Lift Truck Loading of Container on ChassisThe floor shall be rated at 24,000 lb in accordance with TTMA RP No. 37, latest revision (alsoincluded in Specification M-931 as Appendix A), for a container supported by a chassis (other thanthe nonsupported area that may occur on an extendible chassis).

5.3.3.3 Flooring (Recommended Practice)Flooring shall be laminated hardwood (12% kiln dried) or equivalent composite material. The min-imum strength properties must equal or surpass those of white oak. Equipment purchaser must beprovided written certifications of materials other than white oak. Boards or panels shall be fulllength, interlocked, and secured to cross members with three countersunk 5/16-in. screws percross member. Floor boards are to be nominal 12 in. wide and include ship lap and crusher beadjoint. Floor joints are to have a bead of sealant applied before assembly. Design alternatives meet-ing the floor strength requirements specified in paragraph 6.0 of this document are acceptable ifapproved by the purchaser.

5.3.4 RoofThe roof must be designed to withstand a uniformly distributed load of 375 lb (250 lb × load factorof 1.5) applied over a 12-in. × 24-in. area anywhere on the roof. Roof stiffeners are to be designed toreduce “snagging” damage by lift truck masts.

5.3.5 Side and Straddle Lift Area

5.3.5.1 Containers will be subjected to lifting from the bottom by the arm-type bottom-edgepick-up method. The lifting forces can be assumed to be imposed onto the under part of the bottomrail through four bearing areas, each at least 18 in. long and not less than 72 in.2 in area. It mustbe assumed that the four bearing areas will share the load equally. It is not necessary that the con-tainer structure contact the entire area of the lifting shoe or bearing area.

5.3.5.2 See paragraph 4.6.10 and Fig. 13.15 for suggested lift pad locations. See paragraph 6.5 forstraddle lifting strength test requirements. A top rail protector as described in paragraph 4.6.9and shown in Fig. 13.14 may be desirable for containers subject to side lifting.

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M-9302/1/04

6.0 TESTING

6.1 General

6.1.1 Test SurvivalContainers must be able to pass satisfactorily the tests described in this section. Upon completionof testing, the container must remain serviceable and have no test-induced visible or measurablepermanent deformation in any portion of the structure. Minor dimensional changes and localdeformations or buckling of panels are acceptable as long as no other signs of yielding haveoccurred, dimensional requirements are not exceeded, and operation of the container in normalservice would not be impaired. The use of train gauges will be required to evaluate fatigue life ofselected areas.

6.1.2 Instrument CalibrationA certificate showing the date of the latest calibration of the test instruments must be made avail-able.

6.1.3 Alternative MethodologiesThe test equipment and methods of testing described are not intended to be restrictive. Alternateequivalent methods may be employed; however, the methodology and execution must be preap-proved by the oversight body described in paragraphs 10.0 and 11.0 to ensure that the intent of thespecification is met.

6.1.4 Test MediumFor the purpose of consistency and uniformity, water or pressurized air is recommended as the testmedium to determine the ability of the end and side walls to withstand resultant forces imposedby the cargo on these members. Other methods that produce equivalent loading (e.g., dry sand inloose bulk or in bags free from flex) may be used at the discretion of the test engineer. For otherstructural members, the tests may be conducted with dry loads as described in the following para-graphs.

6.1.5 Residual BulgeAfter the static loads have been applied and removed and before measurements are taken on theextent of permanent deformation, the container under test may be subjected to shock and vibra-tion and the doors may be opened and closed to eliminate temporary residual bulge.

Note: It is necessary to distinguish between a permanent deformation of the container materialand a temporary residual bulge. The former is caused by the applied stress exceeding the elasticlimit of the material. The latter is not permanent and may be caused by slippage of a panelbeneath the heads of fasteners when the load is applied or by other similar factors. In such a case,even when the load is removed, the panel remains in the same position as when the load wasapplied and may show a measurable amount of residual bulge. However, the container will returnto its original shape if it is shaken by a slight impact such as a drop of a few inches or if it is trans-ported empty for a short distance over an unpaved road.

6.1.6 Test SequenceThe test described must be performed on the same container. The order of testing may be alteredas desired.

6.1.7 Fatigue TestingContainer shall be fatigue tested using a variety of tests to simulate service conditions. Test setupand evaluation are to be as follows:

6.1.7.1 Strain GaugingStrain gauges must be applied to any structural member subjected to absolute stress magnitudesgreater than 50% of the material yield point. Typical locations would include stacking frame com-ponents, casting connections, cross members, and tunnel bolsters. Appropriate gauge locations are

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M-9302/1/04

to be determined using structural analysis or knowledge derived from previous testing to locatethe critical stress points. Gauge locations are to be approved by the oversight auditor described inparagraphs 10.0 and 11.0 of this specification. Strain readings will be recorded for each cyclicaltest (paragraphs 6.4.2, 6.11.3, and 6.12.2).

6.1.7.2 AcceptanceMaximum allowable stress range for fatigue considerations at any gauge location is determinedusing the Manual of Steel Construction, Allowable Stress Design (American Institute of Steel Con-struction (AISC), 9th Edition), Section 5, Appendix K, for load condition (1) 20,000 to 100,000cycles. For terminal operations, where the actual number of cycles is less than 20,000, the permis-sible range of stress can be taken as 1.5 times the applicable value shown in the table. Upon com-pletion of the test, no permanent deformation or material failure shall be evident, subject to thedefinition given in paragraph 6.1.1, nor shall any individual gauge exceed the maximum allowablerange for that location.

6.2 Dimensional RequirementsBefore starting any test, overall dimensions must be taken to ensure that the container is withinspecified tolerances. At the completion of all tests, overall dimensions must again be taken toensure that the container is still within specified tolerances.

6.3 Stacking

6.3.1 The container under test must be placed on four level pads, one under each bottom handlingfitting. For containers longer than 40 ft, the pads must be at the intermediate frame locations. Thepads must be centered under the fittings and must have the same plan dimensions as the handlingfittings. The container must be loaded to its maximum gross weight rating (MGWR). A force ofthree times its MGWR must be applied as a stacking load equally on the four upper handling fit-tings. The force represents a container with two similar containers stacked on top of it, wheredropping the top container on the stack contributes a 2 G dynamic load.

6.3.2 The device applying the force must have the same plan size as the container fittings for thecontainer being tested (8 ft 0 in or 8 ft 6 in) and be centered over the aperture of the top fitting ofthe container under test. The load must be applied slowly and be maintained for a total of 5 min-utes. This test is to be repeated with the device offset 1 1/2 in. in the longitudinal direction and1 in. in the transverse direction, either side of the aperture center, for a total of 5 minutes. Thissimulates an upper level container stacked in two offset locations.

6.3.3 The stacking frame structures may be individually tested to equivalent loads. Only oneframe need be tested, except in the case where the two frames are not identical, in which case eachframe must be tested. Load imposition and locations must conform to that described in this sec-tion. (Reference Fig. 13.19.)

6.4 Lifting from the Top

6.4.1 Quasi-Static TestThe container under test must be loaded to twice its MGWR and lifted from all four top handlingfittings in such a way that no noticeable acceleration is applied. The lifting forces must be appliedvertically. The container must be suspended for not less than 5 minutes and then lowered to theground. (Reference Fig. 13.20.)

6.4.2 Dynamic (Fatigue) TestThe container shall be tested to simulate loading/unloading from a chassis to a railcar and back toa chassis. The primary objective of this test is evaluation of the tunnel area, bottom fittings, andconnections. The container under test must be uniformly loaded to 67,200 lb gross weight. Thecontainer will be lifted from the upper handling fittings from chassis to railcar and back with a19,000-lb stacking load to simulate the weight of the spreader. The test will be repeated through1,500 cycles.

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6.5 Strength for Side or Straddle LiftingThe container must be supported equally on four lift-shoes (or the equivalent), each having a bear-ing area of 4 in. × 18 in. and located as described in paragraph 4.6.10. The container must beloaded to twice its MGWR for this test and must remain on the supports for a period of not lessthan 5 minutes. (Reference Figs. 13.21 and 13.22.)

6.6 Restraint

6.6.1 LongitudinalThe container loaded to its MGWR must be restrained longitudinally by securing a lateral pair ofbottom handling fittings, as defined in paragraph 5.2.2 for railcar operation, by the bottom aper-ture to suitable anchor points. A force equal to 2.0 times the MGWR must be applied longitudi-nally to the container through the bottom aperture of the bottom handling fittings used for railcarsecurement, at the opposite end of the container. The force must first be applied in compressionand then in tension. (Reference Figs. 13.23, 13.24, and 13.25.)

6.6.2 TransverseEach pair of transverse bottom fittings must be tested for lateral restraint. The container loaded toits MGWR must be restrained laterally by securing one of the transverse pair by the aperture to asuitable anchor point. A force equal to 0.3 times the MGWR must be applied laterally to the con-tainer through the bottom handling fitting at the opposite side of the container. The force must befirst applied in compression and then in tension. The test must be repeated for each pair of lateralbottom fittings. (Reference Fig. 13.26.)

6.7 Front End Wall StrengthThe front end wall shall be tested with a force of 40% of the container maximum payload uniformlyapplied to the entire front end wall.

6.8 Rear End Wall StrengthThe rear end wall shall be tested with the following forces:

• A force of 40% of the container maximum payload uniformly applied to the entire rear end wall; and

• A force of 70% of the container maximum payload uniformly applied to the entire rear end wall without catastrophic failure (door blowing entirely open) or an aperture opening such as to allow the loss of a typical carton of lading (12 in. × 12 in. × 12 in.). (Reference Fig. 13.27.)

6.9 Side Wall StrengthThe side wall must be tested with a force of 30% of the container maximum allowable payload(maximum gross weight less tare weight) uniformly applied to the side wall. Only one side need betested, except in the case where the two sides are not identical, in which case both sides must betested. The test load must be applied for a minimum of 5 minutes and then slowly released. (Refer-ence Fig. 13.28.)

6.10 Roof StrengthA force of 375 lb (250 lb × 1.5 G) must be distributed uniformly in a downward direction over anarea of 24 in. × 12 in., located so as to have the most adverse orientation with respect to the unsup-ported area of the roof sheet. (Reference Fig. 13.29.)

6.11 Floor Strength

6.11.1 Cargo Loading Test

6.11.1.1 The floor must be tested with a static load of 50,000 lb (25,000 lb payload × load factor of2.0) uniformly distributed over any 10 linear ft within the container and with the balance of the

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payload [(MGWR – tare weight – 25,000 lb) × load factor of 2.0] uniformly spread over the remain-ing length of the container floor.

6.11.1.2 The floor must also withstand an equivalent load simulating a centered pallet of43,600 lb on 48-in. centers distributed over any 10 linear ft within the container and with the bal-ance of the payload (multiplied by a load factor of 2.0) on 48-in. centers distributed fore and aft ofthe concentrated load. (Reference Figs. 13.30 and 13.31.)

6.11.2 Floor Deflection TestWhen the container is loaded to its MGWR uniformly distributed over its floor, its base structuremust not deflect below the bottom of the lower handling fittings. (Reference Fig. 13.32.)

6.11.3 Dynamic (Fatigue) Lift Truck Test of Container on ChassisThe floor system structure shall be physically tested in accordance with Truck Trailers Manufac-turers Association (TTMA) Recommended Practice RP-37, latest revision (also included in Specifi-cation M-931 as Appendix A). The floor rating established by the above testing must equal orexceed 24,000 lb.

6.12 Racking

6.12.1 Longitudinal

6.12.1.1 The container in the tare condition (empty) must be restrained against longitudinal andvertical movement by securing a pair of handling fittings, as defined in paragraph 5.2.2 for railcaroperation, by the bottom aperture to suitable anchor points. Longitudinal restraint shall be pro-vided only at a bottom handling fitting diagonally opposite and on the same side as the top han-dling fitting to which the force is applied. A force equal to 67,200 lb shall be applied longitudinallyto the container through the top handling fitting at the opposite end of the container. The forcemust be applied first in compression and then in tension.If both sides are identical, only one side need be tested. (Reference Fig. 13.33.)

6.12.2 Transverse Dynamic (Fatigue)

6.12.2.1 Container shall be tested to simulate action from a container loaded on top of the con-tainer tested while in rail transit.

Anchor the empty container from transverse and vertical movement, securing all four bottom inter-mediate fittings. The container will have both intermediate stacking frames tested. Apply a load tothe top handling fitting apertures for each stacking frame to replicate the action of a container ontop of the unit being tested. The transverse load cycle will consist of a 0.225 MGWR load applied intension and then compression with a downward vertical load simultaneously applied. The verticalload at each aperture will consist of a constant 0.45 MGWR. Perform a minimum of 2,500 cycles fortesting. Container shall be tested to simulate action from a container loaded on top of the containertested while in rail transit.

6.12.2.2 Anchor the empty container from transverse and vertical movement securing all fourbottom intermediate fittings. The container will have both intermediate stacking frames tested.Apply a load to the top handling fitting apertures for each stacking frame to replicate the action ofa container on top of the unit being tested. The transverse load cycle will consist of a 0.225 MGWRload applied in tension and then compression with a downward vertical load simultaneouslyapplied. The vertical load at each aperture will consist of a constant 0.45 MGWR. Perform a mini-mum of 2,500 cycles for testing. (Reference Fig. 13.34.)

6.13 Weatherproofness

6.13.1 This test must be performed on a representative production container before installationof the interior lining.

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M-9302/1/04

6.13.2 Water must be applied by stream or spray over all exterior surfaces and joints of the con-tainer. The water supply pressures measured at the nozzle or spray header must be no less than15 psi and no more than 30 psi. The stream must be applied to all surfaces through a 1/2-in.-I.D.nozzle from a distance of no more than 5 ft from the surfaces being tested. If a spray rack is used,an equivalent volume of water must be applied through orifices that provide continuous overlap-ping spray cones on the entire surface of the container. Water must be sprayed at each surface fora period of not less than 5 minutes. There must be no evidence of water entry into the containerfollowing this test.

6.14 AcceptanceUpon completion of each of the prescribed tests, the container must remain serviceable and mustnot show any permanent deformation or abnormality that would make it unsuitable for use.

7.0 CENTER OF GRAVITYThe container builder shall furnish the purchaser with the vertical center of gravity (CG) of theempty complete container, as measured from the bottom casting surface. This information shallalso be provided on the certification plate (see paragraph 8.0).

8.0 CERTIFICATION PLATEContainers purchased under these specifications must be so identified by a stamped or etched alu-minum or stainless plate 3 in. × 4 in. affixed to the lower right-hand corner of the blind end of thecontainer when facing the blind end of the container. The plate must be provided by the manufac-turer and must bear the following words:

where “xx” represents the latest specification revision year pertinent to the container.The floor rating also must be shown on the data plate.

The certification plate can be applied only if the container complies with the latest revision of thespecification in effect or published at the time of the order. (Reference Fig. 13.35.)

9.0 APPROVALSApproval documentation is to be provided to the purchaser and/or the AAR, verifying that the con-tainer meets all requirements of AAR Specification M-930, latest revision.

10.0 OVERSIGHTAll testing required under this specification is to be witnessed and approved by an independentoversight group, preferably the American Bureau of Shipping (ABS). The oversight auditor will beresponsible for verifying that the test procedure meets the intent of the test specification and thatthe results either pass or fail the requirements. If an AAR-approved testing facility is utilized, noindependent oversight is required.

11.0 RECORDSThe oversight group or AAR-approved testing facility must seal the approval documentation fromthe manufacturer, cited in paragraph 10.0, prior to submission to the purchaser. This would con-sist of review of the documentation to confirm the audited testing as well as general M-930 con-formance. The purchaser must maintain these records for submission, on request, to handlingcarriers. Handling carriers, subject to prior agreement with individual equipment owners, mayrefuse undocumented or unapproved equipment.

12.0 REPAIR PROCEDURESThe equipment manufacturer must provide repair documentation to the purchaser for any special-ized repair procedures required due to the design. Manufacturers are encouraged to post special-ized repair procedures on an internal Web site for repair company reference.

“Meets AAR M-930-xx” and “CG is _____ in.”

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13.0 FIGURES

Fig. 13.1 Extreme dimensions for 8-ft 0-in.-wide × 20-ft and 40-ft containers only

D6

C 2

C 2

WP

P

P

D4

H

D5

SL

S

D3

C 1

H

C1

D1

P

D2

C1 = Corner fitting measurement 4 in. +0 in. –1/16 in.C2 = Corner fitting measurement 3 1/2 in. +0 in. –1/16 in.

D1 thru D6 = Distance between diagonally opposite apertures at top, bottom, and sides, and the diagonally opposite corners of the ends.

H = External overall height between top and bottom stacking aperture faces; see paragraph 4.2.K1 = Difference between D1 and D2; or between D3 and D4 .K2 = Difference between D5 and D6.

L = External overall length; see paragraph 4.2.P = Width between centers of apertures in corner fittings.S = Length between centers of top, bottom, and side apertures.W = External overall width; see paragraph 4.2.

Nominal Length S (ref) P (ref) K1 maximum K2 maximum20 ft 19 ft 2 1/2 in. 7 ft 5 in. 1/2 in. 3/8 in.40 ft 39 ft 4 in. 7 ft 5 in. 3/4 in. 3/8 in.

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M-9302/1/04

Fig. 13.2 External dimensions for 8-ft 6-in.-wide closed van containers longer than 40 ft

L 2S

PW

C 2

C1

H

S

C1

D5

D6

D3

D4

H

P

C2

P

D1

D2

L 1

S E E V IE W A

5" MI N.

C 1

12" MI N.

L 2

VIE W A

TYP . 4 P LAC E S

A = Width of container at 40-ft locations, 8 ft 6 in. +0 in. –3/16 in. for conventional COFC cars.B = Distance from center of bottom apertures to guide face of castings, 4 in.+ 0 in. –1/16 in.

C1 = Distance from center of top apertures to side aperture faces, 6 11/16 in. +0 in. –1/16 in.C2 = Distance from center of bottom inboard apertures to side aperture faces, 6 11/16 in. +0 in. –1/16 in.C3 = Distance from center of bottom outboard apertures to side aperture faces, 3 in. +0 in. –1/16 in.

D1 thru D6 = Distance between the diagonally opposite 40-ft apertures at top, bottom, and sides and the diagonally oppocorners of the ends.

E = The distance from each 40-ft aperture to the end face of the container, at each end, must be equal.H = External overall height between top and bottom 40-ft stacking aperture faces; see paragraph 4.2.

K1 = Difference between D1 and D2 or between D3 and D4; 3/4 in. maximum.K2 = Difference between D5 and D6; 3/8 in. maximum.L1 = External overall length; see paragraph 4.2.L2 = External length at 40-ft handling fittings, 40 ft 0 in. +0 in. –3/8 in.P1 = Width between centers of top apertures at 40-ft locations, must be , 7 ft 5 in. for standard ISO position or

8 ft 0 3/8 in. for wide twistlock position (WTP).P2 = Width between centers of bottom inboard apertures at 40-ft locations, rear lower apertures, and front wall

chassis engagement points, 7 ft 5 in. (ref).P3 = Width between centers of bottom outboard apertures at 40-ft locations, 8 ft 0 3/8 in. (ref).S = Length between centers of top, bottom, and side 40-ft apertures, 39 ft 4 in. (ref).W = External overall width, 8 ft 6 in. +0 in. –3/16 in.

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M-9302/1/04

Fig. 13.3 External dimensions for 8-ft 6 3/8-in.-wide high-cube, closed van containers longer than 40 ft

W P1

C1

C1

L1

S

D5 D6

C2

P2

C2 W

EB1

SL2L1

E

B1

H

D1D2

D3

D4

A

P3

C3

C3

B1

6"

2 1/2"

9 1/4" MIN.L2

W

SEE VIEW A

VIEW ATyp 4 Place s

A = Width of container at 40-ft locations, 8 ft 6 3/8 in. +0 in. –3/16 in. for conventional COFC cars.B = Distance from center of bottom apertures to guide face of castings, 4 in.+ 0 in. –1/16 in.

C1 = Distance from center of top apertures to side aperture faces, 6 11/16 in. +0 in. –1/16 in.C2 = Distance from center of bottom inboard apertures to side aperture faces, 6 11/16 in. +0 in. –1/16 in.C3 = Distance from center of bottom outboard apertures to side aperture faces, 3 in. +0 in. –1/16 in.

D1 thru D6 = Distance between the diagonally opposite 40-ft apertures at top, bottom, and sides and the diagonally oppocorners of the ends.

E = The distance from each 40-ft aperture to the end face of the container, at each end, must be equal.H = External overall height between top and bottom 40-ft stacking aperture faces; see paragraph 4.2.

K1 = Difference between D1 and D2 or between D3 and D4; 3/4 in. maximum.K2 = Difference between D5 and D6; 3/8 in. maximum.L1 = External overall length; see paragraph 4.2.L2 = External length at 40-ft handling fittings, 40 ft 0 in. +0 in. –3/8 in.P1 = Width between centers of top apertures at 40-ft locations, must be , 7 ft 5 in. for standard ISO position or

8 ft 0 3/8 in. for wide twistlock position (WTP).P2 = Width between centers of bottom inboard apertures at 40-ft locations, rear lower apertures, and front wall

chassis engagement points, 7 ft 5 in. (ref).P3 = Width between centers of bottom outboard apertures at 40-ft locations, 8 ft 0 3/8 in. (ref).S = Length between centers of top, bottom, and side 40-ft apertures, 39 ft 4 in. (ref).W = External overall width, 8 ft 6 3/8 in. +0 in. –3/16 in.

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M-9302/1/04

Fig. 13.4 Top corner fittings on 20-ft and 40-ft containers

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NOTES:1. HANDLING FITTINGS ARE SHOWN. HOWEVER, THE APERTURES INDICATED MAY BE PROVIDED IN OTHER WAYS, SUCH AS AN INTEGRAL PART OF A CORNER POST

OR OTHER STRUCTURAL MEMBER.2. PHANTOM LINES (- - - -) SHOW OPTIONAL WALLS THAT MAY BE USED TO DEVELOP A BOX-SHAPE FITTING.3. FOUR FITTINGS ARE REQUIRED PER CONTAINER, TWO SHOWN AND TWO OPPOSITE.4. ALL UNDIMENSIONED INSIDE AND OUTSIDE CORNER RADII SHALL BE 1/8 IN. MAXIMUM.

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M-9302/1/04

Fig. 13.5 Bottom corner fittings on 20-ft and 40-ft containers

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Fig. 13.6 Top intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft

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I–40 2/1/04


M-9302/1/04

Fig. 13.7 Top intermediate fitting for 8-ft 6 3/8-in.-wide, high-cube, closed van containers longer than 40 ft

Section A A

A

Section B B

Side View

B

A

B

Top View

NOTES:1. HANDLING FITTINGS (CASTINGS) ARE SHOWN. HOWEVER, THE APERTURES INDICATED MAY BE PROVIDED IN OTHER WAYS, SUCH AS AN INTEGRAL PART OF A

STACKING POST OR OTHER STRUCTURAL MEMBER.2. FOUR FITTINGS ARE REQUIRED PER CONTAINER.3. ALL UNDIMENSIONED INSIDE AND OUTSIDE CORNER RADII SHALL BE 1/8 IN. MAXIMUM.

2/1/04 I–41


M-9302/1/04

Fig. 13.8 Bottom intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft

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I–42 2/1/04


M-9302/1/04

Fig. 13.9 Bottom intermediate fitting for 8-ft 6 3/8-in.-wide, high-cube, closed van containers longer than 40 ft

A

A

Section A A

Bottom View

Side View

Section B B

B B

NOTES:1. HANDLING FITTINGS (CASTINGS) ARE SHOWN. HOWEVER, THE APERTURES INDICATED MAY BE PROVIDED IN OTHER WAYS, SUCH AS AN INTEGRAL PART OF A

STACKING POST OR OTHER STRUCTURAL MEMBER.2. FOUR FITTINGS ARE REQUIRED PER CONTAINER.3. ALL UNDIMENSIONED INSIDE AND OUTSIDE CORNER RADII SHALL BE 1/8 IN. MAXIMUM.

2/1/04 I–43


M-9302/1/04

Fig. 13.10 Bottom corner fitting for 8-ft 6-in.-wide containers longer than 40 ft

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I–44 2/1/04


M-9302/1/04

Fig. 13.11 Front aperture for high-cube units

2/1/04 I–45


M-9302/1/04

Fig. 13.12 Dimensions of gooseneck tunnel for standard cube containers

Section X X

SIDE ELEVATION AT LONGITUDINAL AXIS

X

X

TW

D

TB TC

TL

CMR

Tunnel length TL 124 1/4 in. minimumTunnel width TW 40 1/2 in. +1/8 –0 in.Tunnel height above cross-member plane TC 4 3/4 in. +0 in. –1/8 in.Cross-member recess above base plane of fittings CMR 1/2 in. +3/16 –1/16 in.Tunnel height above base plane of fittings TB 5 1/4 in. nominalForward protrusion of bottom corner fitting from front cross member D 0 in. to 5/16 in.

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M-9302/1/04

Fig. 13.13 Dimensions of gooseneck tunnel for 8 ft 6 3/8-in.-wide high-cube, closed van containers longer than 40 ft

Section X X

SIDE ELEVATION AT LONGITUDINAL AXIS

X

X

TW

D

TB TC

TL

CMR

Tunnel length TL 124 1/4 in. minimumTunnel width TW 40 1/2 in. +1/8 –0 in.Tunnel height above cross-member plane TC 3 1/8 in. +0 in. –1/8 in.Cross-member recess above base plane of fittings CMR 1/2 in. +3/16 –1/16 in.Tunnel height above base plane of fittings TB 3 5/8 in. nominalForward protrusion of bottom corner fitting from front cross member D 0 in. to 5/16 in.

2/1/04 I–47


M-9302/1/04

Fig. 13.14 Top rail protection

AR

EA

TO

BE

PR

OT

EC

TE

D

9'-O" MINIMUM

I–48 2/1/04


M-9302/1/04

Fig. 13.15 Lift pads (optional)

45 FT, 48 FT AND 53 FT

20 FT AND 40 FT

LIFT PADS

6" MIN.

2 1/4" MIN.

2'-0"

2'-0" 2'-0"

2'-0"

NOTE:1. LIFT PAD LENGTH TO BE 5 FT 0 IN. MINIMUM.

2/1/04 I–49


M-9302/1/04

Fig. 13.16 Maximum gross weightsParagraph 4.5

Fig. 13.17 Maximum legal DOT weightsParagraph 4.5

40-ft, 45-ft, 48-ft, and 53-ft containersmaximum gross container weight = 67,200 lb

* DOES NOT INCLUDE CHASIS WEIGHT

20 ft 0-in. containermaximum gross container weight = 52,900 lb

I–50 2/1/04


M-9302/1/04

Fig. 13.18 Dynamic strength requirementsParagraph 5.2

Fig. 13.19 Stacking requirementParagraph 6.3

2.0 X MGWR

LONGITUDINAL

VERTICAL

0.3 X MGWR

LATERAL

2.0 X MGWR

NOTE:RELATIVE TO HORIZONTAL PLANE OF CONTAINER FLOOR LOADS ASSUMED TO ACT THROUGH HANDLING FITTINGS

3.0 x MGW

NOTES:1. CONTAINER IS LOADED TO 1.0 × MGW DURING TEST.2. STACKING LOAD TO BE APPLIED EQUALLY ON THE FOUR UPPER SECUREMENT FITTINGS.3. REPEAT TEST WITH OFFSET STACKING LOAD, 1 1/2 IN. LONGITUDINALLY, 1 IN. TRANSVERSELY.

2/1/04 I–51


M-9302/1/04

Fig. 13.20 Top lift requirementParagraph 6.4.1

Fig. 13.21 Straddle lift requirements (45-ft, 48-ft, 53-ft units only)Paragraph 6.5

NOTE:1. CONTAINER IS LOADED TO 2.0 × MGW AND LIFTED AT THE FOUR TOP SECUREMENT FITTINGS.

30'-0" Min.

2'-0"

2'-0"

UNOBSTRUCTED AREA8"

NOTE:1. CONTAINER IS LOADED TO 2.0 × MGW, SUPPORTED ON

FOUR 4-IN. × 18-IN. SURFACES (134,400 LB FOR 67,200 MGWR)

I–52 2/1/04


M-9302/1/04

Fig. 13.22 Straddle lift requirements (20-ft and 40-ft units only)Paragraph 6.5

Fig. 13.23 Longitudinal restraint requirement (20-ft to 40-ft unit)Paragraph 6.6.1

10'-0" MIN. - 20'

16'-0" MIN. - 40'

2'-0"

2'-0"

UNOBSTRUCTED AREA8"

2.0 x MGW

SECURED TO SUITABLE

ANCHOR POINT

NOTE:1. LONGITUDINAL RESTRAINT LOAD OF 2.0 × MGW APPLIED AT EXTREME END SECUREMENT

FITTINGS FOR 20-FT TO 40-FT CONTAINER LOADED TO 1.0 × MGW.

2/1/04 I–53


M-9302/1/04

Fig. 13.24 Longitudinal restraint requirement (compression and tension) (45-ft, 48-ft, and 53-ft units)Paragraph 6.6.1

Fig. 13.25 Longitudinal end fitting compression restraint requirement (45-ft, 48-ft, and 53-ft units)Paragraph 6.6.1

2.0 x MGW

SECURED TO SUITABLE

ANCHOR POINT

NOTE:1. LONGITUDINAL RESTRAINT LOAD OF 2.0 × MGW APPLIED AT BOTTOM 40-FT SECUREMENT

FITTINGS FOR 45-FT, 48-FT, AND 53-FT CONTAINER LOADED TO 1.0 × MGW.

2.0 x MGW

SECURED TO SUITABLE

ANCHOR POINT

NOTE:1. LONGITUDINAL RESTRAINT LOAD OF 2.0 × MGW APPLIED AT EXTREME END SECUREMENT

FITTINGS FOR 45-FT, 48-FT, AND 53-FT CONTAINER LOADED TO 1.0 × MGW.

I–54 2/1/04


M-9302/1/04

Fig. 13.26 Transverse restraint requirementsParagraph 6.6.2

Fig. 13.27 Front and rear strengthParagraphs 6.7 and 6.8

0.3 x MGW

SECURED TO SUITABLEANCHOR POINT

NOTE:1. LONGITUDINAL RESTRAINT LOAD OF 0.3 × MGW WHEN APPLIED AT BOTTOM SECUREMENT

FITTINGS WITH CONTAINER LOADED TO 1.0 × MGW.

U.D.L.

NOTE:UDL = .4 × ALLOWABLE PAYLOAD DISTRIBUTED OVER ENTIRE ENDWALL AREA

(UDL = UNIFORMLY DISTRIBUTED LOAD)

2/1/04 I–55


M-9302/1/04

Fig. 13.28 Side wall strengthParagraph 6.9

Fig. 13.29 Roof strength (anywhere on the roof)Paragraph 6.10

U.D.L.NOTES:

1. UDL = .30 × ALLOWABLE PAYLOADA2. MGW – TARE = PAYLOAD (67,200 – 9,400 = 57,800)

12

375 LBS DISTRIBUTED (250 LBS X 1.5)

24

I–56 2/1/04


M-9302/1/04

Fig. 13.30 Ultimate floor strength (distributed load)Paragraph 6.11.1.1

Fig. 13.31 Ultimate floor strength (centered load)Paragraph 6.11.1.2

Fig. 13.32 Floor deflection requirement (uniformly distributed load)Paragraph 6.11.2

50,000 lbs. DISTRIBUTED

OVER WIDTH OF FLOOR

NOTE:1. MAXIMUM CONCENTRATED LOAD = 50,000 LB UNIFORMLY DISTRIBUTED

(IN ANY 10 LONGITUDINAL FT × FULL WIDTH OF FLOOR)

43,600 lbs. ON

48" CENTERS

48"NOTE:

1. MAXIMUM CONCENTRATED LOAD = 50,000 LB UNIFORMLY DISTRIBUTED (IN ANY 10 LONGITUDINAL FT × FULL WIDTH OF FLOOR)

2. UNIFORMLY DISTRIBUTED LOAD (UDL) = MGW – TARE – 21,800 LB) × 2.0 G

PAYLOAD DISTRIBUTED

OVER LENGTH OF FLOOR

PAYLOAD DISTRIBUTED

OVER WIDTH OF FLOOR

NOTE:1. NO PORTION OF THE UNDERSTRUCTURE, INCLUDING CORNER FITTINGS ON CONTAINERS LONGER THAN 40 FT, MAY

DEFLECT BELOW THE PLANE OF THE LOWER SECUREMENT FITTINGS WITH CONTAINER UNIFORMLY LOADED TO ITS MGW.

2/1/04 I–57


M-9302/1/04

Fig. 13.33 Longitudinal racking requirementsParagraph 6.12.1

Fig. 13.34 Transverse racking requirementParagraph 6.12.2

1.0 x MGWR

SECURED TO SUITABLEANCHOR POINTS

NOTE:1. LONGITUDINAL RACKING LOAD OF 1.0 × MGWR APPLIED AT TOP 40-FT HANDLING

FITTINGS FOR 45-FT, 48-FT, AND 53-FT CONTAINER IN THE TARE CONDITION.

0.45 MGWR

TENSION

0.45 MGWR

ALL 4 INTERMEDIATE FITTINGS

SECURED TO SUITABLE ANCHOR

NOTE:1. TRANSVERSE RACKING LOAD OF 0.225 × MGWR APPLIED AT TOP 40-FT HANDLING FITTINGS FOR 45-FT, 48-FT, AND 53-FT CONTAINER IN THE TARE CONDITION.2. DOWNWARD VERTICAL LOAD OF 0.45 MGWR SHALL BE APPLIED TO EACH 40-FT HANDLING FITTING SIMULTANEOUSLY WITH THE TRANSVERSE LOAD.

I–58 2/1/04


M-9302/1/04

Fig. 13.35 AAR certification plateParagraph 8.0

FLOOR RATING:

MANUFACTURERS NAME

MEETS AAR M-930-XXAND CG IS XX INCHES.

24,000 LBS.

2/1/04 I–59



APPENDIX ACLOSED-VAN, DRY-CARGO, DOMESTIC CONTAINER, 28 FT LONG

1.0 SCOPE

1.1 This appendix defines the design requirements for a 28-ft domestic, closed-van, dry cargo con-tainer, in addition to or in lieu of the basic preceding specification. The basic specification shallapply unless deviation is indicated in this appendix. The numbering system of this appendix andits figures corresponds to the numbering in the basic specification.

1.2 ReferenceThe basic reference document is International Standards Organization ISO 1496-1, latest revision.In the event of conflict with the ISO specification, the requirements in this specification take pre-cedence.


4.1.1 Not applicable to 28-ft containers.

4.1.2 Handling Fittings for 28-ft Containers 8 ft 6 in. Wide

The container must be equipped with four bottom handling fittings as shown in Fig. A.3 andFig. 13.10. The container must also be equipped with two top and two bottom handling fittings asshown in Fig. 13.8 for two additional bottom apertures, as located per dimension S3 in Fig. A.2.

4.2 Exterior Dimensions

The container must conform to the dimensions and tolerances shown below and illustrated inFig. A.2.

4.4 Gooseneck Container Tunnel Dimensions

Gooseneck container tunnel dimensions shall be as specified in Fig. A.8.

4.5 Maximum Gross Weight Ratings (MGWR)

4.6 Special Features

4.6.10 Bottom Rail Protectors (Optional)

4.6.10.1 When lift pads are provided, they shall be 4 ft or more in length, and they shall belocated adjacent to the lower front and rear handling fittings.

4.6.13 Intermediate FrameAn intermediate frame shall be located 19 ft 6 1/2 in. from one end of the container (preferablyfrom the door end), so that two containers in the well of a double-stack railcar may carry one 40-ft,45-ft, 48-ft, or 53-ft container on top. See Fig. A.2.

Table A.1 Exterior dimensions of an unloaded containerLength

Nominal Actual Tolerance28 ft 28 ft 0 in. +0 in. –1/4 in.

Table A.2 Maximum gross weight ratingsNominal Length

(ft)Maximum Gross Weight Rating (MGWR)

(lb) (lading plus tare)28 36,000

I–60 2/1/04



4.6.14 Bottom AperturesA pair of bottom apertures shall be located 23 ft 8 in. from one end of the container for the stackingadapter interface. See Fig. A.2.

4.6.15 Guide OpeningsA pair of openings shall be located in the container understructure for well car cones and guidesper Fig. A.2.

5.0 STRENGTH REQUIREMENTS5.2.2 Load Paths

Attachment of the container to the railcar shall be at the end frame locations.

5.2.6.1 Upper Handling Fitting Reinforcement

The reinforced area shall be at the extreme ends of 28-ft containers as well as at the one interme-diate frame.

5.3 Strength Requirements for Specific Parts of the Container

5.3.3 Floors

5.3.3.1 Cargo Loading

For cargo loading, the floor must be designed to withstand a load of 30,000 lb (15,000 lb × load fac-tor of 2.0), uniformly distributed over any 10 linear ft within the container and with the balance ofthe payload × load factor of 2.0 uniformly spread over the remaining length of the container floor.

5.3.5 Straddle Lift Area

6.0 TESTING6.3 Stacking at Intermediate Frame for 28-ft Containers

6.3.1 The container under test must be placed on four level pads, one under each intermediatebottom fitting and one at each corner fitting farthest away from the intermediate fitting. The padsmust be centered under the fittings and have the same plan dimensions as the handling fittings.The container must be loaded to its maximum gross weight rating (MGWR). A force of three timesthe maximum gross weight of a 67,200 lb MGWR container must be applied as a stacking loadequally on the four upper handling fittings. The force represents a container with two 67,200-lbMGWR containers stacked on top of it, where dropping the top container on the stack contributes a2-G dynamic load.

6.3.2 The device applying the force must have the same plan size as a 96-in.-wide container fit-ting and be centered over the aperture of the top fitting of the container under test. The load mustbe applied slowly and be maintained for a minimum of 5 minutes.

6.3.3 This test shall be repeated with the device offset 1 1/2 in. in the longitudinal direction and1 in. in the transverse direction, either side of the aperture center, for a total of 5 minutes. Thissimulates an upper-level container stacked in two offset locations. The load imposition and loca-tions must conform to that described in this appendix.

6.11.1 Ultimate Strength Floor Test

The floor must be tested with a static load of 30,000 lb (15,000-lb payload × load factor of 2.0) uni-formly distributed over any 10 linear ft within the container and with the balance of the payload[(MGWR – tare weight – 15,000 lb) × load factor of 2.0] uniformly spread over the remaininglength of the container floor.

Container Length Center- to-Center Spacing of Lifting Shoes (Minimum)28 ft 16 ft 0 in.

2/1/04 I–61



Fig. A.2 External dimensions for 8-ft 6-in.-wide × 28 ft long closed van containers

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C1 = Distance from center of bottom apertures to guide face of fittings, 4 in. +0 in. –1/16 in.C2 = Distance from center of top and bottom apertures to side aperture faces, 6 1/2 in. +0 in. –1/16 in.

D thru D10 = Distance between the diagonally opposite handling apertures at top, bottom, and sides and the diagonally opposite corners of the ends

H = External overall height between top and bottom stacking aperture faces; see paragraph 4.2.K1 = Difference between D1 and D2, D3 and D4, D5 and D6, D7 and D8, and D9 and D10; 1/2 in. maximum.K2 = Difference between D11 and D12; 3/8 in. maximum.

L = External overall length; see paragraph 4.2.P = Width between centers of top, bottom, and front aperture faces, 7 ft 5 in. (ref)R = Distance between relief pockets for guide in well car applications, 84 3/8 in.

S1 = Length between centers of top and bottom corner apertures, 27 ft 4 in. (ref).S2 = Length between centers of top and bottom end apertures and intermediate stacking apertures, 19 ft 2 1/2 in. S3 = Length between centers of bottom end aperture and adapter car interface apertures, 23 ft 4 in. (ref).S4 = Distance from end face of container to lower relief pocket, 19 ft 3 1/2 in. (ref).

T = Width of relief pocket, 5 1/2 in. minimumW = External overall width, 8 ft 6 in. +0 in. –3/16 in.

NOTE: DIMENSIONS P AND S ARE REFERENCE DIMENSIONS ONLY. THE TOLERANCES TO BE APPLIED TO P AND S ARE GOVERNED BY THE TOLERANCES SHOWN FOR THE OVER

LENGTH (L) AND OVERALL WIDTH (W).

I–62 2/1/04



Fig. A.3 Upper handling fittings for a 28-ft closed van container

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OR OTHER STRUCTURAL MEMBER.2. DIMENSIONS ARE IN INCHES.3. FOUR FITTINGS ARE REQUIRED PER CONTAINER, TWO SHOWN AND TWO OPPOSITE.4. ALL UNDIMENSIONED INSIDE AND OUTSIDE CORNER RADII SHALL BE 1/8 IN. MAXIMUM.

2/1/04 I–63



Fig. A.8 Dimensions of gooseneck tunnel

TW

CMR

X

X

D

TB TC

TL

Tunnel length TL 94 in. minimumTunnel width TW 40 1/2 in. +1/8 –0 in.Tunnel height above cross-member plane TC 4 3/4 in. +0 in. –1/8 in.Cross-member recess above base plane of fittings CMR 1/2 in. +3/16 –1/16 in.Tunnel height above base plane of fittings TB 5 1/4 in. nominalForward protrusion of bottom corner fitting from front cross member D 0 in. to 5/16 in.

Section X–X

Side Elevation at Longitudinal Axis

I–64 2/1/04


APPENDIX BM-9302/1/04

APPENDIX BREQUIREMENTS FOR CONTAINERS EQUIPPED WITH ELECTRICAL

POWER

1.0 TYPESElectrically powered equipment shall be designed for operations as either Type I or Type II definedbelow. Reference American National Standard ANSI C84.1-1995, “Electric Power Systems andEquipment—Voltage Ratings (60 Hertz),” for additional details.

1.1 Type I

1.1.1 Type I equipment shall be designed to operate from a three-phase source with a frequencyof 60 Hz. In no event shall the supply voltage be less than 190 V or greater than 254 V.

1.1.2 The power supply for each Type I equipment shall have a female receptacle as illustrated inFig. B.1 and shall be capable of supplying current of 50 A per phase. The device shall be rated at300 V.

1.1.3 For rotating electrical machinery, the locked rotor current for Type I equipment shall notexceed six times the full load current. Locked rotor current shall be specified on the name plate(see paragraph 2.11).

1.1.4 Such equipment shall operate in the proper direction of rotation when phase sequence ABCelectric power is supplied and connected as shown in Fig. B.1. The plug on the container-mountedelectrical appliance shall be male as illustrated in Fig. B.1. Plugs shall be waterproof when inplace in approved receptacles and shall have resilient protectors or other means of preventingdamage to threads when the plug is not coupled.Note: As used in this section, the term “waterproof” means so constructed as to withstand astream of water from a hose (not less than 1 in. ID) under pressure of not less than 35 psig, mea-sured at the nozzle, from a distance of approximately 10 ft, played on the aperture for a period ofnot less than 5 minutes, without leakage. The hose nozzle should be adjusted so as to give a solidstream at the end closure.

1.2 Type II

1.2.1 Type II equipment shall be designed to operate from a three-phase source with a frequencyof 60 Hz. In no event shall the supply voltage be less than 408 V or greater than 504 V.

1.2.2 The power supply for each Type II equipment shall have a female receptacle as illustratedin Fig. B.2 and shall be capable of supplying a current of 30 A per phase. The device shall be ratedat 600 V.

1.2.3 For rotating electrical machinery, the locked rotor current for Type II equipment shall notexceed six times the full load current. Locked rotor current shall be specified on the name plate(see paragraph 2.11).

1.2.4 Equipment shall operate in the proper direction of rotation when phase sequence ABC elec-tric power is supplied and connected as shown in Fig. B.2. The plug on the container-mounted elec-trical appliance shall be male as illustrated in Fig. B.2. Plugs shall be waterproof when in place inapproved receptacles and shall have resilient protectors or other means of preventing damage tothreads when the plug is not coupled.

2.0 SPECIAL FEATURES

2.1 Overload ProtectionEquipment shall be provided with protection such that the electrical appliances are protected fromelectrical overloads. Automatic reset devices may be used, provided component temperatures arenot allowed to exceed safe levels. Internal short circuit protection, not to exceed two times the full

2/1/04 I–65



load current, shall be provided in the equipment unless the branch circuit protection is adequatefor the purpose.

2.2 Grounding and ShieldingA continuous equipment grounding conductor shall be provided at the plug and through the powercord to the equipment. All live parts in the equipment shall be shielded from accidental contact.

2.3 Power CableA power cable shall be permanently attached to the electrical appliance and shall be no less than15 m long and at least 6 m longer than the container length. The power cable shall be a hard ser-vice cable designed for extra hard portable use in damp locations and rated for at least 600 V. Itshall be sized to handle adequately the maximum current supply provided for that type equip-ment. Reference the National Electric Code for selection of cable size. In addition, for marine modeapplications, reference the Coast Guard requirements for cable size.

2.4 Cable Storage AreaThe container shall have a storage area or compartment large enough to stow the power cable. If aportion of the cable is intended to be stored in the compartment during operation, the storage areashall be ventilated.

2.5 Receptacle CoversReceptacles shall have covers to prevent damage to contacts, access of water, or inadvertent expo-sure of personnel to live parts. Spring caps or threaded assemblies may be used.

2.6 Plug SealingThe plug shall be sealed to the power cable by suitable means so as to be waterproof.

2.7 Weather ProtectionAll electrical controls shall be in a weatherproof enclosure or be protected in such a manner as toprevent the penetration of salt air and moisture.

2.8 Wiring DiagramA schematic or wiring diagram shall be mounted on an easily accessible door of the unit. All wiresshall be identified by marking or color coding to reflect information on the schematic or wiring dia-gram.

2.9 MountingsAll electrical wiring controls, contacts, terminals, connectors, etc., shall be mounted so as to elimi-nate any detrimental stresses from arising at these locations as a result of normal operation andhandling of the container (e.g., racking stresses, lifting stresses, restraint stresses, etc.).

2.10 On-Off Switch

2.10.1 Controls shall include an easily accessible, waterproof, on-off switch on the outside of theequipment that prevents operation of the unit when in the “off” position. The unit shall operateautomatically under its own control system when in the “on” position.

2.10.2 Indicator LightA low-intensity indicator light shall be provided that shall be illuminated whenever the on/offswitch is “on.”

I–66 2/1/04



2.11 Equipment NameplateEquipment nameplates shall include electrical ratings and other electrical information as follows:

3.0 ELECTRICAL POWER SUPPLY AND PROTECTION

3.1 Receptacle Circuit BreakersEach receptacle provided for Type I or Type II equipment should be provided with a circuit breakeron the line side of the power receptacle to provide overcurrent protection for the power supply andto protect the power supply, power cable, and electrical equipment against short circuits.

3.2 Type IThe power supply shall be provided with a three-pole circuit breaker on the line side of the recep-tacle. The circuit breaker shall supply 200 A for a minimum of 3 seconds; shall supply 360 A for amaximum of 10 seconds; shall interrupt currents in excess of 600 A without intentional delay; andshall trip on a continuous current of not more than 90 A.

3.3 Type IIThe power supply shall be provided with a three-pole circuit breaker on the line side of the recep-tacle. The circuit breaker shall supply 100 A for a minimum of 3 seconds; shall supply 180 A for amaximum of 10 seconds; shall interrupt current in excess of 300 A without intentional delay; andshall trip on a continuous current of not more than 50 A.

Type. . . . . . . . . . . . . . . . . . (I, II)Voltage . . . . . . . . . . . . . . . Three phaseFull Load Current. . . . . . . . Amperes (at rated voltage, 60 Hz and Std. temperatures)Locked Rotor Current . . . . Amperes (at rated voltage and 60 Hz)

2/1/04 I–67



Fig. B.1 Type I electrical connector

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I–68 2/1/04



Fig. B.2 Type II electrical connector

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2/1/04 I–69


APPENDIX C M-9302/1/04

APPENDIX CTHERMAL DOMESTIC CONTAINER

1.0 SCOPEThis appendix defines the design requirements for a closed-van, thermal container in addition toor in lieu of the basic preceding specification. The basic specification shall apply unless deviation isindicated in this appendix. The numbering system of this appendix corresponds to the numberingin the basic specification.

4.0 GENERAL REQUIREMENTS4.2 Exterior and Interior Dimensions

Thermal containers may be equipped with exterior-mounted temperature control appliances thatmay exceed the exterior dimensions illustrated in Fig. 13.1 and Fig. 13.2. It is recommended that,prior to purchase, the purchaser of thermal containers equipped with exterior-mounted tempera-ture control appliances consult with those who will handle those containers to ensure dimensionalcompatibility.

Interior dimensions should be the maximum possible. Paragraphs 4.3.1 through 4.3.3 are notapplicable to thermal containers.

Interior dimensions shall be measured from the interior faces of the walls (including any ribs if soequipped), roof, top surface of the floor, innermost surface of the front bulkhead (if so equipped),and innermost surface of the rear doors, including any standoffs.

4.6.13 Sanitary RequirementsThe interior surface and container structure shall be constructed so as to facilitate cleaning. Thesurface and the insulation shall not be functionally affected by cleaning methods such as wetsteam cleaning.

8.0 CERTIFICATION PLATE

8.1 Thermal RatingWhen a thermal rating of the container is desired, the container shall be rated in accordance withRefrigerated Transportation Foundation Specification 1-89, or latest revision.

I–70 2/1/04


M-9312/1/04

TRAILERS FOR INTERMODAL SERVICE

SpecificationM-931


CONTENTS

Paragraphor Appendix Topic Page1.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–752.0 Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–753.0 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–754.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–755.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–806.0 Landing Gear Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–837.0 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–848.0 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–849.0 Markings and Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–8410.0 Additional Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–8511.0 Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–8512.0 Certification of Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–85Appendix A. Rating of Trailer Floors for Fork Lift Truck Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–991.0 Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–992.0 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–993.0 Purpose and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1004.0 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1005.0 Modes and Criteria of Failure and Critical Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1006.0 Principal Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1017.0 “Fail-Safe” Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1018.0 Experimental Procedure for Determining Floor System Load rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1019.0 Dynamic–Fatigue Floor System Strengths. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–10310.0 Floor System Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–10411.0 Alternate Methods for Determining Floor System Load Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–10412.0 Test Device Selection and Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–105Appendix B. Closed-Van, Dry-Freight, Straight-Floor, and Drop-Frame (Non-Wheel Housing) Trailers . . . . . . . . . I–1071.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1072.0 Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1073.0 Weather-Tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1074.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1075.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1086.0 Door and Door Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–109

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Appendix C. Open Top, Straight Floor Highway Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I–1111.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I–1112.0 Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I–1113.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I–1114.0 Tarpaulin Tie-Downs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1125.0 Chains and Binders (If Specified). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1126.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1127.0 Door and Door Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–113Appendix D. Closed-Van Thermal Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1151.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1152.0 Strength Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1153.0 Sanitary Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1154.0 Thermal Rating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–115Appendix E. Platform Trailers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1161.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1162.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1163.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1164.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1165.0 Securement Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–117Appendix F. Tank Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1181.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1182.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1183.0 Maximum Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1184.0 Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1185.0 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1186.0 Design Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1197.0 Thickness of Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1198.0 Tank Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1199.0 Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–11910.0 Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–119Appendix G. Container Chassis for Intermodal Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1201.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1202.0 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1203.0 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1204.0 Strength Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1205.0 Structural Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1226.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1237.0 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1248.0 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1249.0 Special Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–12410.0 Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–125

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LIST OF TABLES AND FIGURES

11.0 Markings and Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–12512.0 Certification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–12513.0 Untried-Type Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–125Appendix H. Illustrations of TOFC Van Trailers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–129

Fig. orTable Number Caption PageTable 4.1. Load conditions for trailers up to 65,000-lb maximum gross weight (MGW) . . . . . . . . . . . . . . . . . . . . . . . . . I–76Table 5.1. Test requirements for trailers up to 65,000 lb maximum gross weight (MGW). . . . . . . . . . . . . . . . . . . . . . . . I–81Fig.12.1. Trailer support distributed loading for dynamic capacity cycling requirements . . . . . . . . . . . . . . . . . . . . . . . I–86Fig.12.2. Trailer support requirements—longitudinal strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–86Fig.12.3. Trailer support requirements—lateral strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–87Fig.12.4. Trailer lift pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–87Fig.12.5. Landing gear envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–88Fig.12.6. Trailer support—vertical height outline dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–88Fig.12.7. Mounting hole pattern in landing gear support bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–89Fig.12.8. Kingpin and upper coupler plate gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–90Fig.12.9. Test load locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–91Fig.12.10. Kingpin test fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–92Fig.12.11. Landing gear longitudinal and lateral (bending) strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–93Fig.12.12. Landing gear vertical (compression) strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–94Fig.12.13. Landing gear component strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–95Fig.12.14. Landing gear lifting capacity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–96Fig.12.15. Seven-conductor electrical connector socket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–97Fig.12.16. Trailer clearance envelope for flatcars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–98Table A.1. Floor system rating load—static test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–105Table A.2. Floor system rating load—endurance test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–105Fig.E.1. Front end and tie-down information label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–117Table G.1. Acceleration forces on container securement devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–122Fig.G.1. Chassis stacked five-high in same orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–126Fig.G.2. Chassis stacked three-high in mixed orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–126Fig.G.3. Four twistlock chassis/container interface dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–127Fig.G.4. Gooseneck chassis interface dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–128Fig.H.1. Title. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–130Fig.H.2. TOFC (trailer on flatcar) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–130Fig.H.3. Weight—maximum gross trailer = 65,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–130Fig.H.4. Weight—maximum legal DOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–131Fig.H.5. Dynamic strength requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–131Fig.H.6. Floor strength “A”—Concentrated and uniformly distributed load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–132Fig.H.7. Floor strength—cross-member static strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–133

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Fig.H.8. Floor strength—floorboard static strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–134Fig.H.9. Floor strength—cross-member-to-rail connection static strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–135Fig.H.10. Lift pads—requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–136Fig.H.11. Top rail protector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–137Fig.H.12. Kingpin and upper coupler strength—fore and aft one cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–137Fig.H.13. Kingpin and upper coupler strength—fore and aft 500,000 cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–138Fig.H.14. Kingpin and upper coupler strength—side to side 100,000 cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–138Fig.H.15. Kingpin and upper coupler strength—upward 1,000,000 cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–139Fig.H.16. Kingpin and upper coupler strength—up and down one cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–140Fig.H.17. Kingpin and upper coupler strength—up offset load 1,000 cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–141Fig.H.18. Kingpin and upper coupler strength—pass/fail criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–141Fig.H.19. Support requirements—dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–142Fig.H.20. Support requirements—lift load 4,000 times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–143Fig.H.21. Support requirements—drop test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–143Fig.H.22. Support requirements—longitudinal strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–144Fig.H.23. Support requirements—lateral strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–144Fig.H.24. Landing gear—durability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–145Fig.H.25. Landing gear—bending strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–145Fig.H.26. Landing gear—compression test with leg extended. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–146Fig.H.27. Landing gear—compression test with leg retracted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–147Fig.H.28. Landing gear—compression test with both legs extended. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–148Fig.H.29. Wall strength—sidewall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–149Fig.H.30. Wall strength—front and rear wall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–150Fig.H.31. Wall strength—Rear wall (door) strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–150Fig.H.32. Wall strength—roof strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–151Fig.H.33. Brakes, electrical, conspicuity, rear impact guard, mud flaps, manifest box . . . . . . . . . . . . . . . . . . . . . . . . I–152Fig.H.34. Center of gravity and certification plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–152

Fig. orTable Number Caption Page

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TRAILERS FOR INTERMODAL SERVICE

SpecificationM-931


1.0 SCOPE

1.1 This specification became effective May 1, 1999, and applies to trailers ordered after May 1,1999.

1.2 This specification includes former M-943, Container Chassis.

1.3 This specification defines the design requirements for highway trailers intended for railroadintermodal service. It is not the intent of this specification to place restrictions on the structuraldesign methods or the use of any materials. This specification applies to all trailer types. The basicrequirements for all applicable types of trailers are covered in the main body of the specification.Specific requirements for individual trailer types are shown in the appendices.

2.0 OBJECTIVESThese specifications provide minimum requirements for the purchase and construction of trailersto be used in both rail and highway modes of transport. Trailers certified under this specificationmust meet all applicable federal, state, and AAR regulations.

3.0 GENERAL DESCRIPTION

3.1 SizeThe maximum width is 102.36 in. (2.6 m). The maximum height is 13 ft 6 in. The maximum lengthis 53 ft.

3.2 Weight RatingsThis specification covers trailers with gross weight ratings up to 65,000 lb. Legal limitations per-taining to maximum gross loads and axle loadings for highway movement must be considered.

4.0 STRENGTH AND COMPONENT REQUIREMENTS

4.1 General

4.1.1 Load Conditions and Force LevelsWhile being transported in rail or highway modes or when handled in terminal operations, thetrailer structure will be subjected to dynamic forces resulting from accelerations imposed by theenvironment. The load conditions and force levels corresponding to the various operational criteriaare given in Table 4.1. For purposes of determining general design loads, the gross trailer weight ismultiplied by the factors set forth below.

The point or points of application of the resulting static forces are given in paragraph 4.1.2. (Direc-tion is to be taken as relative to the horizontal plane of the trailer floor.)

Direction FactorVertical 1.7Lateral .3Longitudinal See specific requirements

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4.1.2 Design LoadsDesign loads derived from the factors in paragraph 4.1.1 are assumed to act singly or simulta-neously in any combination, but within the limits set by the following mutually exclusive condi-tions.

4.1.2.1 In TransitWhen in transit, either on railcars or on the highway, trailers will be supported by the upper cou-pler and tires and restrained laterally and longitudinally through the kingpin.

4.1.2.2 Terminal OperationsWhen being handled in terminal operations, trailers may be supported by lifting pads that engagethe underside of the trailer bottom side rails at four locations.

4.1.3 General/Specific Load FactorsSpecific trailer components must meet individual strength requirements set forth in the appendi-ces of this specification. The general load factors will govern overall trailer design, except wherespecific load factors are specified for individual structural components.

4.1.4 DeformationThe design must be such that under action of the general design loads, the trailer shall not exhibitpermanent deformation or weakening of the structure. Where deformation of individual structuralcomponents is acceptable when components are evaluated under specific load factors, the deforma-tion criteria is specified in that paragraph stating the associated load factor.

Table 4.1 Load conditions for trailers up to 65,000-lb maximum gross weight (MGW)Operational Data

Condition Force and Direction Derivation Frequency of Load1. Shear load horizontal, 3.7 MGW

fore and aftHumping Once in life of trailer on

railcar2. Shear load horizontal, 0.4 MGW

fore and aftNormal operation Routine cycling

3. Side sway torque, 2 in. × MGW Sway on railcar Intermittent, 100 cycles/day;100 days/year; 10 years

4. Vertical at kingpin center, 0.335 MGW to 0.67 MGW

Normal operation, 0.67 to 1.33 of 0.5 MGW kingpin load

Routine cycling

5. 1.0 MGW at kingpin center, vertical, up and down

Extreme bump, 2 × 0.5 MGW kingpin load

Once in life of trailer on railcar

6. Vertical applied 16 in. aft of kingpin center, 0 MGW to 0.55 MGW up

Loading of trailer on car. 1.1 × 0.5 MGW kingpin load

Routineg cycling;100 cycles/year; 10 years

7. Vertical applied on bottom side rail lifting shoes, 0.425 MGW to 0.5 MGW

Straddle lifting in terminal. 1.7 MGW with 1.0 MGW on front pair of shoes

Routine cycling

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4.2 Strength Requirements for Individual Structural Components of Trailers

4.2.1 FloorsFlooring shall be applied in a manner to prevent damage to the trailer structure and to preventloss of water tightness, considering the dimensional instability of the material used.

4.2.1.1 Cargo LoadingThe floor must be designed to withstand a concentrated load of 25,000 lb uniformly distributedover any 10 linear ft within the trailer.

4.2.1.2 Lift Truck LoadingFor lift truck loading, the floor must be designed to withstand, at any location, the concentratedloadings imposed by lift trucks as outlined in Truck Trailer Manufacturers Association Recom-mended Practice RP 37, latest revision (also included herein as Appendix A). The minimum floorrating must be 12,000 lb except for dry vans, which require a floor rating of 18,000 lb.

4.2.2 Bottom Side Rails

4.2.2.1 Trailers will be subject to lifting from the bottom by means of mechanized overhead orside loading equipment. The lifting forces can be assumed to be imposed on the underpart of thebottom rail through four bearing areas at least 4 in. wide by 18 in. long, and 72 in.2 in area mini-mum.

4.2.2.2 It shall be assumed that the four bearing areas will share the load as described inparagraph 5.4. It is not necessary that the trailer structure contact the entire area of the liftingshoe or bearing area. The minimum distance between bearing areas or lifting shoes on each side ofthe trailer shall be assumed to be as follows:

4.2.2.3 To accommodate the lifting shoes, the trailer must be designed with a clear, unobstructedarea on each side of the trailer of an 8-in. width, starting at the outer edge of the side wall, and ofa length approximately 2 ft less than the length of the trailer, starting 1 ft nominal from each endof the trailer. The trailer tire and landing gear crank handle areas need not meet the 8-in. cleardepth requirement.

4.2.3 Kingpin and Upper Coupler AssemblyThe kingpin and upper coupler assembly must be designed to meet operational conditions of therail mode listed in Table 4.1.

4.2.3.1 KingpinThe kingpin must be constructed with a hardness of 380–420 BHN to a minimum depth of 1/16 in.,starting from the upper portion of the shoulder to the bottom of the lip. It must meet requirementsof SAE Standard J-700, latest revision, and is to be located in accordance with truck tractor semi-trailer interchange coupling dimensions shown in SAE J-701, latest revision.

4.2.3.2 Upper Coupler AssemblyThe upper coupler assembly contains and supports the kingpin and forms that portion of the bodyunderframe or superstructure that rests on the truck tractor fifth wheel and railcar trailer hitch.

4.2.3.2.1 Protection RequiredThe bottom surface of the upper coupler assembly and extensions thereof must be designed to pro-vide protection to cross members, air lines, etc., during coupling and uncoupling operations andduring all normal intermodal operating conditions.

Trailer Length Center-to-Center Spacing of Bearing Areas (Minimum)15 ft to 30 ft 10 ft30 ft to 40 ft 16 ftOver 40 ft 20 ft

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4.2.3.2.2 Interface with TractorsThe truck tractor must be able to be raised to the kingpin and lowered from the kingpin with nointerference with, or damage occurring to, the trailer underframe or to items attached to thetrailer.

4.2.3.2.3 Interface with Railcar HitchesRailcar trailer hitches must be able to be raised to the kingpin and lowered from the kingpin withno interference with, or damage occurring to, the trailer underframe or to items attached to thetrailer.

4.2.4 Trailer Support

4.2.4.1 General

4.2.4.1.1 In this specification, the term trailer support includes both landing gear assemblies(with axles, wheels, and/or sand shoes, etc.), bracing, mounting brackets, fasteners connectingthese items, and that portion of the trailer to which landing gear and bracing are attached.

4.2.4.1.2 The trailer support is to be considered as a complete system, with due regard given tointeraction of various components.

4.2.4.2 Design Requirements

4.2.4.2.1 LocationLanding gear shall be located from the centerline of the kingpin in keeping with the truck tractorsemitrailer interchange coupler dimensions shown in SAE J-701, latest revision, and shall providea stable support for the trailer.

4.2.4.2.2 Manual Landing GearsWhere manually operated landing gears are used, they must be of the two-speed type.

4.2.4.2.3 Wheels or Pads and AxlesLanding gear shall be equipped with wheels or pads and axles, if used.

4.2.4.2.4 Location EnvelopeThe permissible envelope for location of landing gear feet relative to the trailer kingpin is shown inFig. 12.5.

4.2.4.2.5 Road ClearanceThere may be no cross-axle or bracing that results in less than 12 in. of normal road clearance.

4.2.4.2.6 DimensionsThe vertical height of the mounting bracket shall provide fully extended and fully retracteddimensions as shown in Fig. 12.6.

4.2.4.2.7 Mounting HolesThe mounting bracket shall contain mounting holes located in the pattern shown in Fig. 12.7.

4.2.4.2.8 SecurementLanding gear and all bracing attachments shall be secured by mechanical fasteners. All fastenersshall incorporate a locking feature in their design.

4.2.4.3 Capacity Requirements

4.2.4.3.1 Lifting CapacityLifting capacity of both landing gears together shall be 58% MGW minimum with 1,200 in.·lbtorque delivered at the input shaft.

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4.2.4.3.2 Dynamic CapacityTrailer support must withstand without damage 4,000 cycles of application of 0.5 MGW for trail-ers of up to 65,000 lb MGW. Except for tank trailers, loads shall be evenly distributed to the frontand rear, but not directly over landing gear, as shown in Fig. 12.1. Trailer support must withstand10 nominal 3-in. free drops onto landing gear with the trailer uniformly loaded to produce a staticload equal to 0.5 MGW on the trailer support.

4.2.4.4 Static Capacity

4.2.4.4.1 Trailer support must be designed to withstand a 0.43 MGW horizontal load applied par-allel to the longitudinal axis of the trailer. This load is to be applied at midpoint on the centerlineof the axle or within 1 in. of the bottom of the landing gear inner leg (not including the foot mem-ber) for models without axles, and with the landing gear extended the distance required to locatethe upper coupler plate 48 in. above ground level. See Fig. 12.2.

4.2.4.4.2 Trailer support must be designed to withstand a 0.3 MGW horizontal load applied in adirection 90° to the longitudinal axis of the trailer. A 0.2 MGW will shall be applied to the outsideof a leg pushing inward, and a 0.1 MGW will be applied to the inside of the other leg pushing out-ward. These loads are to be applied at midpoint on the centerline of the axle, or within 1 in. of thebottom of the landing gear inner leg (not including the foot member) for models without axles, andwith the landing gear leg extended the distance required to locate the upper coupler plate 48 in.above ground level. See Fig. 12.3.

4.2.4.5 Durability of Landing GearLanding gear must be designed to lift 0.54 MGW for 200 cycles a distance of 3 in. per cycle.

4.2.5 Data AvailabilityEngineering and test data demonstrating that the requirements of this section have been metmust be provided to the purchaser and/or the AAR upon request.

4.3 Front End Wall

4.3.1 Kingpin SettingThe distance between the kingpin center and the foremost part of a trailer may not exceed 36 in.,excluding any nose-mounted refrigeration unit.

4.3.2 Lower ProtectionThe lower portion or front wall and corners must be protected from damage by tractor fifth wheels.

4.4 Lifting Pads (Bottom Rail Protectors)Lift pads are nonstructural attachments at the bottom side rails that protect cross members, bot-tom rails, side walls, and mechanical fasteners located near the bottom of sides and underneaththe body from contacting lift shoes of lifting devices. See Fig. 12.4.

4.4.1 Lift Pad SurfacesThe lifting surface on each side shall consist of pads with a minimum length and spaced centerlineto centerline as shown in Fig. 12.4. The horizontal bearing surface of lift pads shall extendinwardly from the outside vertical plane of the body 6 in. minimum. The vertical bearing surfaceshall extend upwardly from the bottom side rail a minimum of 2 1/4 in.

4.4.2 Lifting Pad DurabilityLift pads shall be designed to serve for the intended life of the trailer, excluding accidental dam-age.

4.4.3 Lift Pad FasteningLift pads shall be fastened to the trailer in a manner that prevents damage of lift pad attachmentsby lift shoes of lift machines.

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4.4.4 “Lift Here” Decals

“Lift Here” decals of a retroreflective material should be installed above the lift pads at all four liftlocations. Letters shall be a minimum of 4 in. high.

4.5 Top Rail Protectors Top rail protectors are nonstructural attachments to the top side rails that protect the top railsand the edge of the roof from contacting the lift arms of lifting devices.

4.5.1 Protector LengthThe top rail protectors shall be of a minimum length and be located as shown in Fig. 12.4.

4.5.2 Top Rail Protector DurabilityTop rail protectors shall be designed and attached to serve for the intended life of the trailer,excluding accidental damage.

4.5.3 Top Rail Protector FasteningTop rail protectors shall be fastened to the trailer in a manner that prevents damage of top railprotector attachment fasteners by lift arms of lifting devices.

4.6 Underneath ClearanceThe trailer must have underneath clearance as shown in Fig. 12.16.

5.0 TESTING

5.1 General

5.1.1 Trailers shall be able to pass satisfactorily the tests described in this section such that oncompletion, the trailer shall remain serviceable and shall not show permanent deformation result-ing in any abnormality that would make it unsuitable for use. In addition, the trailer shall meetthe requirements of paragraph 4.0.

5.1.2 Engineering and test data demonstrating that the requirements of this section and any rel-evant appendices have been met must be provided to the purchaser and/or the AAR upon request.A certificate showing the date of the latest calibration of the test instruments also shall be madeavailable.

5.1.3 Test equipment and methods of testing described are not intended to be restrictive. Alter-nate equivalent methods to accomplish the desired result may be employed. Testing is required ifthe trailers being purchased are of a new design model that has never been tested or are substan-tially different from previously tested designs. (The AAR reserves the right to judge whether or notdifferences are substantial enough to require testing.) If trailers being purchased are a design thathas previously been tested in accordance with the following prescribed procedure, the submissionof the complete previous test results may be required. Test data demonstrating compliance withthis specification may be requested by the AAR or the purchaser at any time.

5.2 Kingpin and Upper Coupler AssemblyThe kingpin and upper coupler structure shall withstand the test procedures listed in Table 5.1without failure or permanent deformation that would prevent checking by the kingpin gaugesillustrated in Fig. 12.8 or in SAE J700. Condition numbers in the table relate directly to operationdata conditions in paragraph 4.2.3.

See Fig. 12.9 and Fig. 12.10 for test load locations on kingpin and kingpin test fixtures.

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5.3 Floor StrengthThe floor system structure shall be physically tested in accordance with the latest revisions of theTruck Trailer Manufacturers Association Recommended Practice RP 37 for van trailers (seeAppendix A) and RP 67 for platform trailers. The floor rating established by the above testingmust equal or exceed 12,000 lb, except for dry vans, which require a floor rating of at least18,000 lb.

5.4 Strength for Straddle LiftingThe trailer shall be supported on four lift shoes (or the equivalent), each having a minimum bear-ing area of 4 in. × 18 in. and located as described in paragraph 4.4. The trailer shall be loaded uni-formly to 1.7 times its gross weight for this test and shall remain on the supports for a period ofnot less than 5 minutes. Lift shoes shall be located longitudinally off-center, so that the front pairwill have a lift load of 1.0 MGW.

5.5 Trailer Support Strength

5.5.1 DynamicExcept for tank trailers, trailers shall be loaded in accordance with Fig. 12.15. Landing gear legsshall be extended to position the kingpin support plate 46 in. to 48 in. above the ground. Raise thetrailer front end until the landing gear is 2 in. to 4 in. above the ground. Then lower the trailerfront end until the complete load is reimposed gradually without impact on trailer support. Thiscycle shall be repeated 4,000 times.

5.5.2 Drop TestThe trailer shall be loaded uniformly to produce a load of 0.5 MGW on trailer support, with land-ing gear legs extended to position the kingpin support plate 46 in. to 48 in. above the test surface.Then the front end of the trailer shall be elevated by a tractor until the landing gear legs are 3 in.to 3 1/2 in. above the test surface. The tractor must not engage the kingpin and is to extend under

Table 5.1 Test requirements for trailers up to 65,000 lb maximum gross weight (MGW)Testing Equivalent

Condition Direction ofLoad Loading Cycles Point of Application Area of Application

1. a/

a/ The test in condition 1 should be conducted after the test in condition 3.

Forward and aft 3.7 MGW 1 eachdirection

2 7/8 in. diameter section of kingpin

2 7/8 in. × 1 1/4 in.

2. Forward and aft +0.4 MGWto

–.4 MGW

500,000 2 7/8 diameter section of kingpin

2 7/8 in. × 1 1/4 in.

3. Side to side 2 in. × MGW 100,000 Torque applied to flatcarstanchion locked to kingpin

17 1/2 in. wide × 24 in. long plate with a hole for the kingpin and locked to the plate

4. Vertical +.335to

.67 MGW

1,000,000 Plate at center of kingpin 17 1/2 in. wide × 24 in. long with a hole in the center for the kingpin

5. b/

b/ The test in condition 5 should be conducted after the test in condition 6.

Up and down 1.0 MGW 1 eachdirection

Plate at center of kingpin 17 1/2 in. wide × 24 in. long with a hole in the center for the kingpin

6. Upward 0 to 0.55 MGW 1,000 Plate located 16 in. rear ofkingpin to center of plate

17 1/2 in. wide × 24 in. long

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the front of the trailer the minimum distance required to support the trailer in a static condition.The tractor shall be accelerated abruptly and at the highest rate possible, permitting the trailer todrop. Trailer support must withstand 10 nominal 3-in. drops. Trailer landing gear shall impact onan asphalt test surface that is to be level and smooth prior to the test. Asphalt shall be 1 in. to 2 in.thick and be laid upon a firm base, typical for supporting heavy-duty paved parking areas, or uponconcrete or steel. The test shall be repeated for each leg of the landing gear for one drop, with theopposite leg retracted so that there is a 3-in. difference between the legs.

5.5.3 Longitudinal StrengthTest devices dimensionally simulating landing gear or landing gear inner legs may be substitutedfor the actual landing gear during the test. The load is to be in a horizontal plane and applied par-allel to the longitudinal axis of the trailer. A load of 0.215 MGW minimum shall be applied to eachlanding gear leg at the location described in paragraph 4.2.4.4. The test load shall be applied bothtoward the door end of the trailer and toward the front end of the trailer. See Fig. 12.2.

5.5.4 Lateral StrengthTest devices described in paragraph 5.5.3 may be used for this test. A load of 0.3 MGW shall beapplied to the trailer support in a direction perpendicular to the longitudinal axis of the trailer andat the location described in paragraph 4.2.4.4. The test load shall be applied in one direction only.In the event construction of each side of trailer support is different, the test shall be made in boththe inboard and outboard directions. See Fig. 12.3.

5.5.5 DurabilityFollowing a break-in period of 20 cycles at 0.27 MGW, the landing gear leg shall be extended 5 in.without load; extended another 3 in. while lifting a load of 0.54 MGW; retracted 3 in. while lower-ing a load of 0.54 MGW; and then retracted 5 in. without load. This 16-in. travel cycle shall berepeated 200 times. The test must be performed at no less than 4 and no more than 8 cycles perhour at a constant input shaft revolutions per minute.

5.6 Landing Gear Strength

5.6.1 Longitudinal and Lateral Strength

5.6.1.1 A single landing gear leg supported by its manufacturer’s recommended mountingbracket and brace attachment brackets shall be tested with its inner leg extended 14 1/2 in., orfully extended if travel is less than 14 1/2 in. A load of 0.2 MGW (13,000 lb minimum) shall beapplied at the midpoint on the centerline of the axle, or within 1 in. of the bottom of the landinggear inner leg (excluding the foot member) for models without axles. This load shall be appliedparallel to the longitudinal axis of the trailer in both the fore and aft directions and also in a direc-tion perpendicular to the longitudinal axis of the trailer in an inward direction. See Fig. 12.11.

5.6.1.2 Upon removal of the consecutive test load in the longitudinal and transverse direction,the torque delivered at the input crankshaft to extend or retract the leg shall not exceed 600 in.·lb.

5.6.2 Vertical Strength

5.6.2.1 A single landing gear leg with gearbox (crankside) supported by its manufacturer’s recom-mended mounting bracket and brace attachment brackets shall be tested with its inner legextended 14 1/2 in., or fully extended if travel is less than 14 1/2 in. A load of 1.08 MGW shall beapplied in the vertical direction onto the end of the inner leg, with or without its foot member. SeeFig. 12.12.

5.6.2.2 Upon removal of the test load in the vertical direction, the torque delivered at the inputcrankshaft to extend or retract the leg shall not exceed 600 in.·lb.

5.6.3 Component Strength

5.6.3.1 A single landing gear leg with gearbox (crank side) supported by its manufacturer’s rec-ommended mounting bracket and brace attachment brackets shall be tested with its inner leg fully

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retracted. With a load of 0.75 times the landing gear’s rated lifting capacity per paragraph 5.6.4applied in a vertical direction onto the end of the inner leg, torque shall be applied to the inputshaft until the inner leg is extended 3 in. See Fig. 12.13.

5.6.3.2 Upon removal of the test load in the vertical direction, the torque delivered at the inputshaft to extend or retract the leg shall not exceed 600 in.·lb.

5.6.4 Lifting CapacityThe rated lifting capacity is the maximum load (W) that a pair of landing gear legs supported bythe landing gear manufacturer’s recommended mounting bracket and brace attachment bracketswill elevate 1 in. when an average input torque of 1200 in.·lb is applied at the input crankshaftwith the load equally divided to each leg. The vertical load shall be applied onto the end of theinner leg, which shall be extended 14 1/2 in., or 1 in. less than fully extended if travel is less than15 1/2 in. The minimum permissible rated lifting capacity is 0.59 MGW. See Fig. 12.14.

6.0 LANDING GEAR CERTIFICATION

Certification of landing gear by the landing gear manufacturer shall be provided and shallinclude the following:6.1 Lift Capacity Rated lift capacity.6.2 Efficiency Efficiency per the method described in Truck Trailer

Manufacturers Association Recommended Practice No. 4, “Truck Trailer Landing Gear (Screw Type),” latest revision.

6.3 Turns of Crank Handle The number of turns of the crank handle for each inch of inner leg extension on both low and high ratios.

6.4 Maximum Torque The maximum torque required during the procedure of fully extending and retracting the inner leg upon completion of the longitudinal and lateral strength test (paragraph 5.6.1).

6.5 Increased Loading In the event the maximum torque in paragraph 5.6.1 is less than 600 in.·lb, the load shall be increased in 1,000-lb increments until 600 in.·lb torque is reached. Increased loading, above the minimum permissible value in pounds, and the corresponding torque value shall be stated for either or both the longitudinal and lateral directions.

6.6 Torque Required toLift 30,000 lb

The torque required at the input shaft to lift 30,000 lb on a pair of landing gear legs.

6.7 Static Proof and Component Test Statement

Statement that the device meets static proof and component test criteria.

6.8 Repeatability Certified values shall be repeatable, in that units selected at random from production will conform to these values.

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9.0 MARKINGS AND IDENTIFICATIONEach trailer shall have an AAR-assigned, three- or four-digit, alpha reporting mark that ends in“Z.” This code, which represents the vehicle’s owner or lessee, shall be followed by a maximumsix-digit number, which shall be determined in accordance with the AAR Code of Trailer and Con-tainer Service Rules. The assigned reporting marks and numbers shall be not less than 6 in. highand be placed on each side of and on the front and rear of the trailer.

9.1 Automatic Equipment Identification Tag (Optional)An automatic equipment identification (AEI) tag may be placed on the trailer. The tag must per-form and be programmed and positioned in accordance with the AAR Manual of Standards andRecommended Practices, Section K, Standard S-918.

7.0 ELECTRICAL SYSTEM

7.1 Voltage The lighting system shall be 12 V design.7.2 RegulatoryCompliance

The number, type, and location of lights shall meet Federal Motor Vehicle Safety Standard 108.

7.3 Electrical LinePassage

Passage for electrical lines must be designed in a manner that permits easy removal and replacement of lines and does not impair the structural integrity of the upper coupler assembly. Electrical lines may pass through or over the assembly. No opening may be left where lights are mounted or where wires are run through the trailer structure that will allow water to pass into the cargo or insulation area.

7.4 Recessing of Lights Lights shall be recessed from sides and ends for protection.7.5 Seven-ConductorElectrical ConnectorSocket

A conventional seven-conductor electrical connector socket shall be wired and installed as shown in Fig. 12.15.

7.6 Junction Box Where an integral wiring harness is not used, a junction box shall be located at the rear sill to protect wiring connectors.

8.0 BRAKE SYSTEM

8.1 Compliance withRegulations

The brake system must comply with Federal Motor Vehicle Safety Standard 121.

8.2 Glad Hands Glad hands shall be mounted in the recessed portion of the front wall so that they are flush with or recessed behind the normal plane of the front wall.

8.3 Air Lines Passage for air lines must be designed in a manner that permits easy removal and replacement of lines and does not impair the structural integrity of the upper coupler assembly. Air lines may pass through or over the assembly. The air brakes line shall be accessible from the exterior to permit repair without entering the trailer.

8.4 Testing The brake system shall be tested in accordance with the Truck Trailer Manufacturers Association Recommended Practice RP 12, latest revision.

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11.0 CENTER OF GRAVITYThe trailer builder shall furnish the purchaser with the vertical center of gravity of the emptycomplete trailer, with the kingpin support plate 48 in. above the tire running surface. This infor-mation also shall be provided on the certification plate (see paragraph 12.1).

12.0 CERTIFICATION OF TRAILERS

12.1 Certification PlateTrailers purchased under these specifications shall be so identified by a stamped or etched alumi-num or stainless plate affixed adjacent to the DOT certification label. The plate will bear at leastthe words “This trailer meets AAR Specification M-931-xx for ______ MGW lb” (where “xx” repre-sents the latest revision year pertinent to the trailer) and “Center of gravity _____in.” The plateshall be provided by the manufacturer or owner. The certification plate can be applied only if thetrailer complies with the latest revision of the specification in effect at the time of order. Data dem-onstrating that the trailer is certifiable shall be furnished to the purchaser and/or AAR uponrequest.

12.2 Untried Type TrailersAll trailers of an untried type must be approved by the AAR. A trailer shall be considered anuntried type when its design and configuration are not similar to designs in service. Applicationsshall include 16 sets of design or arrangement drawings, to include detail or subassembly draw-ings as necessary, and stress analysis.

10.0 ADDITIONAL FEATURES

10.1 Splash Guards(Mud Flaps)

Splash guards shall be mounted at the extreme rear of the trailer, where possible.

10.2 ConspicuityTreatment

The number, type, size, and location of reflex reflectors and conspicuity treatment must comply with Federal Motor Vehicle Safety Standard 108 and reflex reflective requirements, if any.

10.3 Manifest Box One weather-tight manifest card receptacle shall be attached to the exterior of the trailer front end in recess, as near to the side and bottom of the trailer as practicable. The manifest box shall be approximately 13 in. high, 6 1/2 in. wide, and at least 5/8 in. deep.

10.4 Rear Impact Guard The rear impact guard must comply with Federal Motor Vehicle Safety Standards 223 and 224.

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M-9312/1/04

Fig. 12.1 Trailer support distributed loading for dynamic capacity cycling requirements(see Paragraphs 4.2.4.3 and 5.5.1)

Fig. 12.2 Trailer support requirements—longitudinal strength(see Paragraphs 4.2.4.4 and 5.5.3)

Notes:1. All loads must be uniformly distributed over the full width of the trailer.2. This drawing is not applicable to tank trailers.3. Loads must be clear of the trailer support structure.

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At midpoint on centerline of axle, or the lower 1 in. of inner leg (excluding foot member) for models without axles.

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M-9312/1/04

Fig. 12.3 Trailer support requirements—lateral strength(see Paragraphs 4.2.4.4 and 5.5.4)

Fig. 12.4 Trailer lift pads(see Paragraph 4.4)

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At midpoint on centerline of axle, or the lower 1 in. of inner leg (excluding foot member) for models without axles.

Trailer Length Lift Pad Spacing28 ft 20 ft45 ft 35 ft

48, 53, 57 ft 40 ft

Note: Lift pad length to be 5 ft 0 in. minimum.

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Fig. 12.5 Landing gear envelope(see Paragraph 4.2.4.2.4)

Fig. 12.6 Trailer support—vertical height outline dimensions(see Paragraph 4.2.4.2.6)

Dimensions

A BMaximum

C Minimum

DMaximum

EMinimum

Trailers(Except Container

Chassis and Flatbeds)

Container Chassis and

Flatbeds95 88 50 45 146 45102 94 50 45 146 45

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M-9312/1/04

Fig. 12.7 Mounting hole pattern in landing gear support bracket(see Paragraph 4.2.4.2.7)

Notes:1. The size, shape, and location of holes for the crankshaft and cross-shaft as required by landing gear manufacturers shall

provide for replacement interchangeability for most landing gears.2. The number of mounting holes shall be as required by the landing gear manufacturer. The hole diameter shall be 21/32 in.

See Note 1

See Note 2

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M-9312/1/04

Fig. 12.8 Kingpin and upper coupler plate gauge(see Paragraph 5.2)

Note:Check the kingpin on both longitudinal and transverse centerlines. Place the top of the gauge in contact with the upper coupler plate and slide it over the kingpin. If the kingpin will not pass through the kingpin slot with the top of the gauge in contact with the upper coupler plate, the assembly does not conform to the requirements of paragraph 6.2.

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M-9312/1/04

Fig. 12.9 Test load locations(see Paragraph 5.2)

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Note:Loads A through F, in the table below, represent the equivalent point load for each distributed load case in the sketch above. The load factors defined in Table 4.1 apply.

Load Condition No.A 1B 2C 3D 4E 5F 6

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M-9312/1/04

Fig. 12.10 Kingpin test fixture(see Paragraph 5.2)

Note:During all phases of test, the fixture top plate flatness should be maintained to ±1/16 in. over the entire bearing surface.

Quantity Description No.4 5/8-in. split-type lockwasher 74 5/8-in. plain washer 6

4a/

a/ SAE Grade 5 steel

5/8-in. 18 pitch hex head bolt × 3 in. long 51 SAE 1010 hot-rolled steel 1 1/4 in. × 17 1/2 in. × 24 in. long 41 SAE 1010 hot-rolled steel 1 in. × 12 in. × 16 in. long 21 See detail of Item 1 1

Detail of Item No. 1Heat treatment: heat to 1650 °F. Soak thoroughly in neutral reducing atmosphere. Quench in water. Draw to 380–420 BHN.Material: SAE 150 hot-rolled steel or equivalent.

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M-9312/1/04

Fig. 12.11 Landing gear longitudinal and lateral (bending) strength(see Paragraph 5.6.1)

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2/1/04 I–93


M-9312/1/04

Fig. 12.12 Landing gear vertical (compression) strength(see Paragraph 5.6.2)

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Fig. 12.13 Landing gear component strength(see Paragraph 5.6.3)

Note:This test must be conducted after lifting capacity has been determined in accordance with paragraph 5.6.4 and Fig. 12.14.

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Fig. 12.14 Landing gear lifting capacity(see Paragraph 5.6.4)

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Fig. 12.15 Seven-conductor electrical connector socket

Note:The contacts are identified when looking into the open end of the connector plug. Actual marking should appear on terminal end. All dimensions in parentheses are millimeters.

Connector Plug

Notes:1. External contact No. 1—1/4 +.002 –.005 (6.35 + .051 –.127)2. External contact No. 2 through 7 inclusive—3/16 +.002 –.005 round (4.76 + .051 –.127)3. The contacts are identified when looking into the open end of the insert. Actual markings should appear on terminal end.

All dimensions in parentheses are millimeters.Receptacle Socket

Conductor Identification Wire Color Lamp and Signal CircuitsWht White Ground return to towing vehicleBlk Blacka/

a/ It is recommended to balance the circuits as practicable.

Clearance, side-marker, and identification lampsYel Yellow Left-hand turn signal and hazard signal lampsRed Red Stop lamps and antilock devicesGrn Green Right-hand turn signal and hazard signal lampsBrn Browna/ Tail, clearance, side-marker lamps, and license plate lampsBlu Blue Antilock brake system

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Fig. 12.16 Trailer clearance envelope for flatcars(see Paragraph 4.6)

* 10 in. for overhead-loaded cars

Note:Dimensions shown are nominal. Working clearances must be added.

I–98 2/1/04



APPENDIX ARATING OF TRAILER FLOORS FOR FORK LIFT TRUCK LOADING

(From Truck Trailer Manufacturers Association (TTMA) Recommended Practice RP 37-94, “Ratingof Van Trailer and Container Floors for Fork Lift Truck Loading.” TTMA also publishes RP 67-91,“Rating of Platform Trailer Floors for Fork Lift Truck Loading.”)

1.0 PREFACE

1.1 Recommended Practices or Technical Bulletins furnished by TTMA are a guide to generalpractice and the state of the art that exists at the time of their inception. They are not exhaustive.TTMA cannot possibly know, evaluate, or advise the service trade of all conceivable ways which aPractice or Bulletin may be used or possible consequence of each way. TTMA has not undertakenany such broad evaluation.

1.2 Everyone who uses Practices or Bulletins in the United States, either recommended or notrecommended by TTMA, must first satisfy himself thoroughly that neither his safety nor thesafety of his product will be jeopardized by any method he selects. These publications are reviewedat least every five years and the date so indicated.

1.3 Definitions of specialized terms used in TTMA Recommended Practices or Technical Bulletinsmay be found in TTMA RP 36, “Tank Trailer and Tank Container Nomenclature” or TTMA RP 66,“Trailer Nomenclature.”

1.4 The use of “shall” or “should” has no bearing on the voluntary nature of TTMA publications.Inclusions of a TTMA publication in a document, standard, or contract by a company or agency is avoluntary act. When a TTMA publication is so cited, the publication becomes a requirement withinthe limitations set forth by the document, standard, or contract. The following shall apply to use ofthese words:

SHALL is to be used wherever the criterion for conformance with the specific recommendation requires that there be no deviation. Its use shall not be avoided on the ground that compliance with the report is considered voluntary.SHOULD is to be used wherever noncompliance with the specific recommendation is permissi-ble. “Should” shall not be substituted for “shall” on the grounds that compliance with the report is considered voluntary.

2.0 INTRODUCTION

2.1 This Appendix is intended for use in determining and describing the strength of floor systemsfor closed van trailers and containers of monocoque construction in terms of the magnitude of forklift truck front axle load which can safely be carried.

2.2 Floor System Load ratings are intended to restrict the magnitude of the lift truck front axleload which can be imposed on a trailer or container floor system so as to prevent structural dam-age or failure in service of one or more of the main structural components.

2.3 Floor System Rating is based on the floor system condition at the time of test and does notaddress deterioration due to age, damage, or lack of maintenance.

2/1/04 I–99



3.0 PURPOSE AND SCOPE

3.1 It is the purpose of this Appendix to:

a. Define the term “Floor System.”

b. Define “Floor System Ratings” in terms of imposed “Lift Truck Loadings.”

c. Define and describe modes and criteria of failure of floor systems and components.

d. Enumerate the principal design parameters influencing floor system ratings.

e. Establish “Fail-Safe” design criteria.

f. Describe the procedures for experimentally determining the load carrying capacity orstrength of a floor system.

4.0 DEFINITIONS

4.1 Van Trailer or Container Floor SystemA floor system consists of three main structural components which serve to support a lift truckfront axle load and transfer it to the side panels. These include:

4.1.1 The floorboards (Not applicable for floors where two way bending occurs, such as plywood,steel, plate, aluminum plate, sandwich panels, etc.)

4.1.2 The floor supports or cross members.

4.1.3 The cross member supports or cross-member-to-rail connections.

4.2 Floor System Load Rating

4.2.1 The term “Floor System Load Rating” as used in this Appendix shall be defined as:“The maximum value of lift truck front axle load which can safely operate on a given floor sys-tem. Individual wheel load is limited to 50 percent of maximum front axle load value.”

5.0 MODES AND CRITERIA OF FAILURE AND CRITICAL LOADING

5.1 The modes and criteria of failure for each of the three main structural components areexpressed as follows:

5.1.1 Cross member—Residual or permanent deformation exceeding 1/4 in.

5.1.2 Floorboard—either fracture of wood laminates or visual permanent deformation of metalplanks.

5.1.3 Cross-member connection:

5.1.3.1 Shear fracture of mechanical fasteners (either clip to cross member or clip to lower siderail).

5.1.3.2 Elongation or excessive distortion of fastener hole.

5.1.3.3 Excessive deformation of clip.

5.1.3.4 Crack initiation in clip-to-cross-member weld, clip-to-lower-side-rail weld, or cross-mem-ber-to-lower-side-rail weld.

5.1.3.5 Crack initiation in clip.

I–100 2/1/04



6.0 PRINCIPAL DESIGN PARAMETERS

6.1 Some of the more important design/rating parameters which influence the load carryingcapacity of a floor system and which must be considered in detail, in designing a safe and effectivefloor system, are:

6.1.1 Type of floorboard material.

6.1.2 Thickness of floorboard.

6.1.3 Cross-member spacing.

6.1.4 Type of cross-member material.

6.1.5 Geometric section properties of cross member.

6.1.6 Type of cross-member-to-rail connection.

6.1.7 Position of lift truck on floor system.

6.1.8 Front wheel spacing of lift truck (front axle track).

6.1.9 Area of lift truck footprint (front wheels).

7.0 “FAIL-SAFE” DESIGN CRITERIA

7.1 In designing/rating a floor system, insuring an ordered sequence of failure if ever an excessivevalue of lift truck front axle load is imposed is of equal importance with preventing failure at therated load. Excessive value of load means:

“A load value which exceeds in magnitude the load rating designation of a given floor system and its ultimate static load carrying capacity.”

7.2 Insuring an ordered sequence of failure for an overloaded condition is accomplished bydesigning the main structural components so that there exists an established favorable order orsequence of failures of the individual floor system components. The most favorable or desirablesequence of failure (from a standpoint of safety) would be for excessive permanent deformation ofthe cross member to occur or for fracture or visual permanent deformation of the floorboard tooccur at a lower value of lift truck front axle load than that required to fail the cross-mem-ber-to-lower rail connection.

8.0 EXPERIMENTAL PROCEDURE FOR DETERMINING FLOOR SYSTEM LOADRATING

8.1 The load rating for a given floor system shall be established by:

8.1.1 Determining the static load carrying capacity (strength) of the floor system based on staticfailure of each of the three main structural components.

8.1.2 Applying appropriate factor to each static strength value to account for dynamic and fatigueloading and also to assure a controlled or ordered sequence of failure in the event of overload(fail-safe).

8.1.3 Selecting the lowest static strength value obtained for each of the three main structuralcomponents.

8.2 Floor System LoadingFor each of the three main structural components of a floor system to be studied, a static load shallbe placed at areas of the floor to produce the most severe or critical loading for the particular com-ponent. The magnitude of the static load shall be gradually increased until failure occurs for eachcomponent in turn. The static test load shall be applied by means of a test device as described inSection 12.0.

2/1/04 I–101



8.3 Floor System Test Specimen

8.3.1 The test specimen of the floor system to be rated shall be either:

8.3.1.1 A complete floor system installed in an actual trailer or container.

8.3.1.2 A full-scale model or mock-up of one section of a floor designed to exactly simulate thebehavior and response of an actual floor system. This model or mock-up should be at least 8 ft longto minimize the influence of factors related to wheel load distribution and all loading should beconducted at or near the center cross member of the floor mock-up. The floor system shall be freeto deflect under the influence of the test load.

8.4 Determination of Static StrengthStatic strength shall be defined as the maximum value of static load that is attained during theprocess of failure. For each component, the static strength shall be determined by the followingtests:

8.4.1 Test 1—Determining Floor System Static Strength Based on Cross-Member Fail-ureThe test device simulating a lift truck front wheel footprints shall be placed directly over a crossmember that is centrally located in the floor system to be rated. The wheel footprint should bepositioned so as to produce the maximum bending moment in the cross member.

The wheel loads shall be gradually increased in magnitude until permanent deformation in thecross member exceeds 1/4 in. Measure and record the static failure load.

8.4.2 Test 2—Determining Floor System Static Strength Based on Floorboard FailureThe test device simulating a lift truck front wheel footprints shall be placed midway between crossmembers on the floor to be rated with the test device straddling the longitudinal centerline of thefloor (i.e., one front wheel on each side of the centerline). One of the wheels should be positioneddirectly over the longitudinal centerline of the floorboard nearest to the center of the trailer floor.This wheel load shall be gradually increased in magnitude until one of the following conditionsoccur:

8.4.2.1 Glued Laminated Hardwood FloorboardFracture of the wood laminates and/or the glue joints at or near the point of maximum bendingmoment (directly beneath the wheel). Measure and record the static failure load. Fracture isdefined here as failure of the floorboard to carry additional load.

8.4.2.2 Metal PlankPermanent deformation of the floorboard in excess of 1/8 in. in either a longitudinal or transversedirection. Measure and record the static failure load.

8.4.3 Test 3—Determining Floor System Static Strength Based on Failure ofCross-Member-to-Rail ConnectionThe test device simulating a lift truck front wheel footprints shall be placed directly over a crossmember that is centrally located in the floor system to be rated. One front wheel should be posi-tioned as close as possible to the trailer side panel so as to produce the absolute maximum endshear in the cross member. The wheel loads shall be gradually increased in magnitude until one ofthe following failure modes occurs:

8.4.3.1 Shear fracture of mechanical fastener (either clip to cross member or clip to lower siderail).

8.4.3.2 Elongation or excessive distortion of fastener hole.

8.4.3.3 Excessive deformations of clip.

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8.4.3.4 Crack initiation in clip-to-cross-member weld, clip-to-lower-side-rail weld, or cross-mem-ber-to-lower side-rail weld.

8.4.3.5 Crack initiation in clip.Measure and record the static failure load.

9.0 DYNAMIC–FATIGUE FLOOR SYSTEM STRENGTHS

9.1 In actual service, during the operation of loading and unloading a trailer or container, a lifttruck is continually maneuvering onto and across the floor. This movement produces dynamic con-ditions which represent an important factor in the rating of a floor system.

9.2 For purposes of this floor rating procedure, both dynamic and fatigue factors for a lift truckoperating on a trailer or container floor must be taken into account. This dynamic factor for a lifttruck operating on a trailer or container floor shall be 1.25. This means that for the same magni-tude of front axle load, the stresses produced in the various components of the floor system by a lifttruck operating within the trailer or container are 1.25 times the values produced by a static ornon-moving lift truck. The fatigue factor for a lift truck operating on a trailer or container floorshall be 1.33. The fatigue factor addresses the effects of repeated loading and unloading of the floorsystem components. These factors multiplied together result in a combined dynamic fatigue factorof 1.66. In order to prevent premature failure from occurring in the structural members of the floorsystems during repeated operation of an actual lift truck, it is therefore necessary to account forthe dynamic and fatigue effects of a moving lift truck by dividing the static strength previouslydetermined in Section 8.4 by the 1.66 dynamic fatigue factor.

9.3 Computation of Dynamic-Fatigue StrengthUsing the factor 1.66, the dynamic-fatigue strength of a floor system is computed from the staticstrength values obtained from Section 8.4.1, 8.4.2, and 8.4.3 for each of the three main structuralcomponents.

9.3.1 Nomenclature

9.3.2 Dynamic-Fatigue Strength of a Floor System Based on Cross-Member Failure

9.3.3 Dynamic-Fatigue Strength of a Floor System Based on Floorboard Failure

Pe = static strength (actual measured failure load) of a floor system based on failure of a cross member as described in Test 1 (Section 8.4.1).

Pf = static strength (actual measured failure load) of a floor system based on failure of a floorboard as described in Test 2 (Section 8.4.2)

Pj = static strength (actual measured failure load) of a floor system based on failure of the cross-member-to-rail connection as described in Test 3. (Section 8.4.3).

Re = maximum value of front axle load of a moving lift truck which shall be allowed to operate on a floor system to prevent failure of the cross member.

Rf = maximum value of front axle load of a moving lift truck which shall be allowed to operate on a floor system to prevent failure of the floorboard.

Rj = maximum value of front axle load of a moving lift truck which shall be allowed to operate on a floor system to prevent failure of the connection of the cross-member-to-rail.

RfPf

1.66---------- 0.6Pf= =

RjPj

1.66---------- 0.6Pj= =

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9.3.4 Dynamic-Fatigue Strength of a Floor System Based on Joint or Connection Fail-ure

10.0 FLOOR SYSTEM RATINGS

10.1 The actual rating for a floor system is obtained by selecting the lowest of the three individ-ual dynamic-fatigue rating values previously determined in Section 9.3

10.2 In the dynamic overloaded condition:

10.2.1 Permanent deformation of the cross member should occur at a magnitude of lift truck frontaxle load higher than the Load Rating of the floor system. This produces an unattractive appear-ance, but does not represent an unsafe condition in the floor system since the yielded cross mem-ber will redistribute its load to adjacent cross members. In addition, the permanently deformedappearance of the cross member serves to warn the user that the floor system has been overloaded.or

10.2.2 Fracture of a wood floorboard or permanent deformation of a metal plank should occur at amagnitude of lift truck front axle load higher than the Load Rating of the floor system. A floor-board failure, as with the yielding of the cross member, will also serve as a warning that the floorsystem has been overloaded. However, neither of these type failures will result in complete col-lapse of the entire floor system.

10.2.3 Failure of the cross-members-to-rail connection represents the most serious and unsafe ofthe three component failures since it could result in complete collapse of the entire floor system.This type of failure can be avoided by insuring that failures defined in Section 10.2.1 and 10.2.3will occur at values of overload substantially lower than that required to fail the cross-member-torail connection.

10.3 In this failure sequence, the rating of the floor system based on prevention of failure of thecross member or floorboard shall be in the primary or governing factors which establish the LoadRating of the floor system.

10.4 Floor System RatingFor the safest conditions, the rating “R” of a floor system shall bear the following relationship tothe ratings obtained for the individual structural components.

11.0 ALTERNATE METHODS FOR DETERMINING FLOOR SYSTEM LOAD RATING

11.1 Floor System Endurance TestingCyclic loading of each of the three main structural components of the floor system may be substi-tuted for static loading upon conclusion that the floor system rating by either method is consistent.Each test condition shall be cycled for a minimum of 3,000 cycles.

11.1.1 Rolling LoadThe front axle of an actual lift truck as described in Section 12.0 (or simulated loading device) shallbe cycled over the floor system in a manner which provides the loading conditions as described inSection 8.4 for each of the three main structural components in the floor system. The floor systemrating determined by this method shall not be reduced by the Dynamic-Fatigue Factor as requiredby the static test method. (A cycle is defined as travel over the entire length of the test specimenand return to the starting point.)

R < Re < Rj

andR < Rf

< Rj

RePe

1.66---------- 0.6Pe= =

I–104 2/1/04



11.1.2 Fixed-Position Cyclic LoadA load device simulating the front axle footprint of a lift truck shall be positioned as described inSection 8.4 and cycled for each of the three main structural components in the floor system. Itmust be recognized that fixed-position cyclic loading may not result in the same fatigue character-istics as a rolling load test where deflection reversals may occur. Therefore, the floor system ratingdetermined by this method shall be reduced to account for fatigue effects of a rolling load.

12.0 TEST DEVICE SELECTION AND DESCRIPTION

12.1 The floor system load rating established by static testing, in accordance with Section 8.0shall use a test device which simulates the front wheel footprints of an actual lift truck. Thedescription for this test device shall be selected from Table A.1, which provides the front axle loadand footprint consistent with the required maximum floor system load rating.

12.2 The alternate floor system load rating established by endurance testing, in accordance withSection 8.0 shall use a lift truck (or simulated device) having a rated capacity compatible with thefloor rating. The description for a typical lift truck (or simulated device) shall be selected fromTable A.2, which provides a capacity rating consistent with the front axle load reaction.

12.3 To provide for consistency in floor ratings and in the interest of comparative data to users,any published floor ratings or rating labels shall include the footprint in square inches and frontaxle track in inches of the test device used to establish said floor rating.

To establish a floor system load rating other than those shown in Table A.1, the desired ratingmust be multiplied by 1.66 to determine the front axle load to be applied to the floor system.

Table A.1 Floor system rating load—static testStatic Test Device Maximum Floor System Load Rating—Static Test

Descriptive Information

10,000 lb

12,500 lb

15,000 lb

16,500 lb

18,000 lb

20,000 lb

22,000 lb

Front Axle Track (in.) 33 35 37 40 40 43 43Tire Size(Cushion Type) (in.)

18 × 7 18 × 8 21 × 8 21 × 9 21 × 5Duals

21 × 6Duals

21 × 6Duals

Footprint (each) (in.2) 22 25 28.5 32 35.5 42.5 42.5Front Axle Load (lb) 16,600 20,750 24,900 27,390 29,880 33,200 36,520

Table A.2 Floor system rating load—endurance testLift Truck Maximum Floor System Load Rating—Endurance Test

DescriptiveInformation

10,000 lb

12,500 lb

15,000 lb

16,500 lb

18,000 lb

20,000 lb

22,000 lb

Front Axle Track (in.) 33 35 37 40 40 43 43Tire Size(Cushion Type) (in.)

18 × 7 18 × 8 21 × 8 21 × 9 21 × 5Duals

21 × 6Duals

21 × 6Duals

Footprint (ea.) (in.2) 22 25 28.5 2 5.5 42.5 42.5Wheelbase* (in.) 53 56 8 58 58 63 63No. of Wheelsa/

a/ Information only, not a significant test factor

4 4 4 4 6 6 6Empty Weightsa/ (lb) 7,200 8,900 10,700 11,400 12,300 13,300 14,500Capacity Ratinga/ (lb) 4,000 5,000 6,000 7,000 8,000 9,000 10,000Front Axle Load (lb) 10,000 12,500 15,000 16,500 18,000 20,000 22,000

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12.4 To establish a floor system load rating other than shown in Table A.2, the front axle load tobe applied to the floor system shall equal the desired rating.

12.5 The lift truck described in Table A.2 for each capacity represents popular modal industrialtrucks. It does not define any particular make or model.

12.6 “Front Axle Track” is defined as the distance measured along the axle between the center-line of the tire footprint area on opposite sides of the lift truck or in the case of dual tires, the cen-terline between the dual tires. In the lift truck industry, this distance is commonly referred to as“Tread.”

12.7 Lift trucks which utilize dual front tires or pneumatic tires result in increased footprintarea. Testing conducted with these tires will result in a higher floor system rating than recom-mended for single cushion type tires.

12.8 The weight of any capacity lift truck will increase or decrease based on accessories includedin the lift truck specification, such as single, double, or triple masts.

12.9 The front axle weight of a lift truck loaded to its rated capacity is approximately 90 percentof the total weight of the empty lift truck and its rated capacity.Example: (10,700 + 6000) × .9 = 15,030 lb)

12.10 All other factors being equal, a floor rating determined by using a lift truck having a trackless than shown on the chart will result in a lower rating than obtained using a lift truck having atrack equal to or greater than the chart track dimension.

12.11 All other factors being equal, a floor rating determined by using a lift truck having a trackgreater than shown on the chart will result in a higher rating than obtained using a lift truck hav-ing a track equal to or less than the chart track dimension.

12.12 Deviations from the front axle track shown on the charts should be limited to ±5 in. By lim-iting the front axle track deviation, the floor rating variance caused by track width deviation willbe no greater than the variance which is expected in material properties.

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APPENDIX BCLOSED-VAN, DRY-FREIGHT, STRAIGHT-FLOOR, AND DROP-FRAME

(NON-WHEEL HOUSING) TRAILERS

1.0 SCOPEThis appendix defines the design requirements, in addition to those outlined in the preceding basicspecification, for a newly manufactured closed-van, dry-freight, straight-floor, and drop-frame(non-wheel housing) trailer designed for railroad intermodal service.

2.0 ENTRYAccess to the inside of the trailer by door shall be from the rear or from the front, and also from theside, when desired by customer.

3.0 WEATHER-TIGHTNESSThe trailer shall be weatherproof as determined by the applicable test in paragraph 5.4 of thisappendix.


4.1 Side Walls (Including Doors)The side walls must be designed to withstand a uniformly distributed load equal to 30% of themaximum payload over each side wall, with a maximum allowable permanent deformation of1/2 in. Side walls must be designed to withstand localized bottom lifting forces described inparagraph 5.4 of Specification M-931 that may be imposed by bottom rails. The strength of sidedoors must be consistent with side wall strength.

4.2 Front End WallThe front end wall must be designed to withstand a load equal to 40% of the maximum payloaduniformly distributed over the entire front end wall, with a maximum allowable permanent defor-mation of 1/2 in.

4.3 Rear End Wall (Including Doors)The rear end wall must be designed to withstand the following loads:

a. A load uniformly distributed over the entire rear end wall equal to 40% of the trailer max-imum payload with a maximum allowable permanent deformation of 1/2 in., and

b. A load uniformly distributed over the entire rear end wall equal to 70% of the trailer max-imum payload without catastrophic failure (door blowing entirely open) or an apertureopening such as to allow the loss of a typical carton of lading (12 in. × 12 in. × 12 in.).

4.3.1 Failure MechanismThe door end must be designed such that when loaded beyond the design load, failure will takeplace in the door locking hardware and not in the connections between the end frame and thetrailer body.

4.3.2 Door End AssemblyThe door end assembly must be designed to withstand maximum loads and fatigue racking forcesimposed in rail operation. The door end assembly consists generally of the door frame, doors, doorhinges, door locking hardware, and the attachment of these items.

4.3.3 Rear Door Frame

4.3.3.1 Rear Door HeaderThe rear door header shall be designed to protect all lights and wiring from mechanical damageduring normal operations.

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4.3.3.2 Rear Door Lower SillThe rear door lower sill shall be designed to protect lights, reflective lenses, and door lock keepersfrom mechanical damage during normal operations, as typified by backing into loading platformsand railcar bridge plates rubbing against the trailer during transit. Rubber or fabric-type bumpersdo not meet this requirement.

4.4 RoofThe roof must be designed to withstand a force of 375 lb (250 lb × 1.5 G) distributed uniformly in adownward direction over an area of 24 in. × 12 in., located so as to have the most adverse orienta-tion with respect to the unsupported area of the roof sheet.

5.0 TESTING

5.1 Roof StrengthA force of 375 lb (250 lb × 1.5 G) must be distributed uniformly in a downward direction over anarea of 24 in. × 12 in., located so as to have the most adverse orientation with respect to the unsup-ported area of the roof sheet:

The maximum permanent set allowable is 1/8 in. at the roof bow and 1/2 in. at the roof skin.

5.2 Weatherproofness

5.2.1 This test shall be performed after all other required tests (except the 70% of payload rearend wall load test) have been made and before the interior lining has been applied. Water shall beapplied by stream or spray over all exterior surfaces and joints of the trailer. The water supplypressure measured at the nozzle or spray header shall be not less than 15 psi and not more than30 psi. The stream shall be applied to all surfaces through a nozzle of 1/2-in. I.D. from a distancenot greater than 5 ft from the surfaces being tested. If a spray rack is used, an equivalent volumeof water shall be applied through orifices that provide continuous overlapping spray cones on theentire surface of the trailer.

5.2.2 Water shall be sprayed at such surface being tested, maintaining a uniform surface wetnessfor a period of not less than 5 minutes.

5.3 Wall Strength, General

5.3.1 Test MediumFor the purpose of consistency and uniformity, water or pressurized air is recommended as the testmedium to determine the ability of the end and side walls to withstand the resultant forcesimposed by the cargo on these members. Other methods that produce equivalent loading (forexample, dry sand in loose bulk or in bags free to flex) may be used at the discretion of the testengineer. For other structural members, the tests may be conducted with dry loads as described inthe following paragraphs.

5.3.2 DeformationAfter the static loads have been applied and removed, and before measurements are taken on theextent of permanent deformation, the trailer under test may be subjected to shock and vibrationand the doors may be opened and closed to eliminate temporary residual bulge.

Note: It is necessary to distinguish between a permanent deformation of the trailer material and atemporary residual bulge. The former is caused by the applied stress exceeding the elastic limit ofthe material. The latter is not permanent and may be caused by slippage of a panel beneath theheads of fasteners when the load is applied or by other similar factors. In such a case, even whenthe load is removed, the panel remains in the same position as when the load was applied and mayshow a measurable amount of residual bulge. However, the trailer will return to its original shapeif it is shaken by a slight impact, such as a drop of a few inches, or if it is transported empty for ashort distance over an unpaved road.

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5.3.3 Mock-upsA complete trailer need not be used for testing side, end, or door walls. A mock-up of the trailerfront end wall, sidewall, or rear end wall or door may be used for this test, provided the mock-up isof the same materials and design as the trailer body.

5.3.4 Test SequenceWall strength shall be tested with the lining installed. The tests described may be performed inparallel on different trailers of identical design or in series of the same trailer.

5.3.5 Permanent Deformation MeasurementThe permanent deformation shall be measured at the outside face of the wall or door panel fromthe original reference points.

5.4 Side Wall StrengthThe side wall shall be tested with the forces indicated in paragraph 4.1 of this appendix. Only oneside need be tested, except in the case where the two sides are not identical, in which case, bothsides must be tested.

5.5 Front End Wall StrengthThe front end wall shall be tested with the forces indicated in paragraph 4.2 of this appendix.

5.6 Rear End Wall StrengthThe rear end wall shall be tested with the forces indicated in paragraph 4.3 of this appendix.

6.0 DOOR AND DOOR HARDWARE

6.1 Opening SequenceRear double-swing doors shall be constructed such that the curb-side door must be opened beforethe roadside door can be opened.

6.2 Alternative Design RequirementOther door designs are permitted, providing they have the same cargo retention strength as thehinged doors described in paragraphs 4.1 and 4.3 of this appendix.

6.3 Inside FaceThe inside face of the door shall have no cargo-damaging protrusions. No fixture or device mayextend in the door space when doors are in an open position.

6.4 Door Hardware FinishAll door hardware shall have a hot-dip-galvanized finish or functional equivalent.

6.5 Door EdgesDoor edges shall be suitably sealed against the weather to preclude moisture entry into the core.

6.6 Positive Locking DeviceAt least one door-closing lever on each door shall be provided with a positive locking device thatcan accommodate a 1/2-in.-wide seal or 7/16-in.-diameter padlock shackle. The locking device shallbe constructed such as to preclude unlatching of the door locks without destruction of the lockingdevice or its fasteners, or removal of the padlock or seal, when so secured.

6.7 Affixing of HardwareAll door-seal-locking devices, all door securement hardware, and all door attachment hardwaremust be affixed positively by fully welding or by the use of “tamper-proof” fasteners so as to pre-clude entry into the trailer by removal of any of the door hardware components. A minimum of onefastener on each of the top and bottom hinges and top and bottom lock rod support bearings shallbe “tamper-proof.” All door seal hasp fasteners shall be “tamper-proof” as defined in paragraph 6.8

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of this appendix. The bottom hinge of doors shall be placed as close as possible to the floor, withpreferably not more than 2 in. from the floor to the bottom of the lowest hinge.

6.8 Tamper-Proof Fastener DefinitionFasteners may be considered “tamper-proof” by virtue of the original design or because of alter-ation to reusable fasteners that requires their destruction by burning or cutting to effect removal.Examples of those considered to provide security through features of their original design aredriven solid rivets and lockbolts with swaged collars. Reusable fasteners, such as nuts and bolts,that can be removed from the exterior of the door are not recommended, but if used, must besecured by fully welding (fully welding means welding around the entire circumference of the bolt)the nut to the bolt or the bolt to its mating hardware. Prevailing torque fasteners, utilizingdeformed threads or plastic inserts, are not considered “tamper-proof” fasteners except when theyare inaccessible, such as on refrigerated trailer doors. Tack- or spot-welding is not permissible.

6.9 Door Hold-Open DevicesDoor hold-open devices shall be of a design and strength to hold doors securely against the sides ofthe trailer in an open position when not in transit.

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APPENDIX COPEN TOP, STRAIGHT FLOOR HIGHWAY TRAILERS

1.0 SCOPEThis appendix defines the design requirements, in addition to those outlined in the basic precedingspecification, for open top, straight floor, highway trailers.

2.0 ENTRYAccess to the inside of the trailer shall be from the top or by the door at the rear or from the front,and also from the side, when desired by the customer.


3.1 Side Walls (Including Doors)The side walls must be designed to withstand a uniformly distributed load equal to 30% of thetrailer maximum payload, uniformly applied to each side wall with a maximum allowable perma-nent deformation of 1/2 in. Side walls must be designed to withstand localized bottom lifting forcesas described in paragraph 6.4 of Specification M-931 that may be imposed by bottom rails. Thestrength of side doors must be consistent with side wall strength.

3.2 Front End WallThe front end wall must be designed to withstand a load uniformly distributed over the entirefront end wall equal to 40% of the trailer maximum payload, with a maximum allowable perma-nent deformation of 1/2 in.

3.3 Rear End Wall (Including Doors)The rear end wall must be designed to withstand the following loads:

a. A load uniformly distributed over the entire rear end wall equal to 40% of the trailer max-imum payload, with a maximum allowable permanent deformation of 1/2 in., and

b. A load uniformly distributed over the entire rear end wall equal to 70% of the trailer max-imum payload without catastrophic failure (door blowing entirely open), or an apertureopening such as to allow loss of a typical carton of lading (12 in. × 12 in. × 12 in.). Excessivepermanent deformation and loss of weather integrity do not represent failure of this test.

3.3.1 Failure MechanismThe door end must be designed such that when loaded beyond the design load, failure will takeplace in the door locking hardware and not in the connections between the end frame and thetrailer body.

3.3.2 Door End AssemblyThe door end assembly must be designed to withstand maximum loads and fatigue racking forcesimposed in rail operation. The door end assembly consists generally of the door frame, doors, doorhinges, door locking hardware, and attachment of these items.

3.3.3 Rear Door Frame

3.3.3.1 Rear Door HeaderThe rear door header shall be hinged to allow opening from either side.

3.3.3.2 Rear Door Lower SillThe rear door lower sill shall be designed to protect lights, reflective lenses, and door lock keepersfrom mechanical damage during normal operations, as typified by backing into loading platformsand railcar bridge plates rubbing against the trailers during transit. Rubber or fabric-typebumpers do not meet this requirement.

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3.4 Roof Tarpaulin BowsRoof tarpaulin bows shall be heavy-duty, spaced on 24-in. centers, and constructed so the bowscannot be removed from the trailer, but will allow loads that extend above the sides of the trailer tobe handled with at least one end of the bow remaining in its socket. Roof tarp bows or equivalentmust be in place when the trailer is in road or rail transit.

4.0 TARPAULIN TIE-DOWNS

4.1 Side Wall Tie-DownsTarp tie-downs shall be on 48-in. centers and recessed in the side walls of the trailer, eliminatingpossible damage by lifting devices.

4.2 Front and Rear Tie-DownsTarp tie-downs on the front of trailers shall be on 24-in. centers and recessed in the front wall.Rear tie-downs shall be on 24-in. centers and shall not protrude beyond the rear door hardware.

5.0 CHAINS AND BINDERS (IF SPECIFIED)If specified, there shall be a minimum of eight chains and binders, recessed in the floor and equallyspaced. The chains and binders, as well as the attachments, must comply with Section 7 of theAAR Open Top Loading Rules (available from the AAR toll-free at 877-999-8824).

6.0 TESTING

6.1 Wall Strength, General

6.1.1 Test MediumFor the purpose of consistency and universality, water or pressurized air is recommended as thetest medium to determine the ability of the end and side walls to withstand the resultant forcesimposed by the cargo on these members. Other methods that produce equivalent loading (forexample, dry sand in loose bulk or in bags free to flex) may be used at the discretion of the testengineer. For other structural members, the tests may be conducted with dry loads as described inthe following paragraphs.

6.1.2 DeformationAfter the static loads have been applied and removed, and before measurements are taken on theextent of permanent deformation, the trailer under test may be subjected to shock and vibration,and the doors may be opened and closed to eliminate temporary residual bulge.

Note: It is necessary to distinguish between a permanent deformation of the trailer material and atemporary residual bulge. The former is caused by the applied stress exceeding the elastic limit ofthe material. The latter is not permanent and may be caused by slippage of a panel beneath theheads of fasteners when the load is applied or by other similar factors. In such a case, even whenthe load is removed, the panel remains in the same position as when the load was applied and mayshow a measurable amount of residual bulge. However, the trailer will return to its original shapeif it is shaken by a slight impact, such as a drop of a few inches, or if it is transported empty for ashort distance over an unpaved road.

6.1.3 Mock-upsFor testing side, end, or door walls, a complete trailer need not be used. A mock-up of the trailerfront end wall, sidewall, or rear end wall or door may be used for this test, provided the mock-up isof the same materials and design as the trailer body.

6.1.4 Test SequenceThe tests described may be performed in parallel on different trailers of identical design or inseries of the same trailer.

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6.1.5 Permanent Deformation MeasurementThe permanent deformation shall be measured at the outside face of the wall or door panel fromthe original reference points.

6.2 Side Wall Strength

6.2.1 The side wall shall be tested with the forces indicated in paragraph 3.1 of this appendix.Only one side need be tested, except in the case where the two sides are not identical, in whichcase both sides must be tested.

6.2.2 When an individual side wall is tested, the top rail of the side structure shall be supportedat the same locations as the tarp bows or antispreader devices.

6.3 Front End Wall StrengthThe front end wall shall be tested with the forces indicated in paragraph 3.2 of this appendix.

6.4 Rear End Wall StrengthThe rear end wall shall be tested with the forces indicated in paragraph 3.3 of this appendix.

7.0 DOOR AND DOOR HARDWARE

7.1 Opening SequenceRear double-swing doors shall be constructed such that the curb-side door must be opened beforethe roadside door can be opened.

7.2 Inside FaceThe inside face of the door shall have no cargo-damaging protrusions. No fixture or device mayextend in the door space when doors are in an open position.

7.3 Door Hardware FinishAll door hardware shall have a hot-dip-galvanized finish or functional equivalent.

7.4 Door Edge SealsDoor edges shall be suitably sealed against the weather to preclude moisture entry into the core.

7.5 Positive Locking DeviceAt least one door-closing lever on each door shall be provided with a positive locking device thatcan accommodate a 1/2-in.-wide seal or 7/16-in.-diameter padlock shackle. The locking device shallbe constructed so as to preclude unlatching of the door locks without destruction of the lockingdevice or its fasteners, or removal of the padlock or seal, when so secured.

7.6 Affixing of HardwareAll door seal locking devices, all door securement hardware, and all door attachment hardwaremust be affixed positively by fully welding or by the use of “tamper-proof” fasteners so as to pre-clude entry into the trailer by removal of any of the door hardware components. A minimum of onefastener on each of the top and bottom hinges and top and bottom lock rod support bearings shallbe “tamper-proof.” All door seal hasp fasteners shall be “tamper-proof” as indicated inparagraph 7.7 of this appendix. The bottom hinge of doors shall be placed as close as possible tothe floor, preferably not more than 2 in. from the floor to the bottom of the lowest hinge.

7.7 Tamper-Proof Fastener DefinitionFasteners may be considered “tamper-proof” by virtue of the original design or because of alter-ation to reusable fasteners that requires their destruction by burning or cutting to effect removal.Examples of those considered to provide security through features of their original design aredriven solid rivets and lockbolts with swaged collars. Reusable fasteners, such as nuts and bolts,that can be removed from the exterior of the door are not recommended, but if used must besecured by fully welding (fully welding means welding around the entire circumference of the bolt)

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the nut to the bolt or the bolt to its mating hardware. Prevailing-torque fasteners, utilizingdeformed threads or plastic inserts, are not considered “tamper-proof” fasteners except when theyare inaccessible, such as on refrigerated trailer doors. Tack- or spot-welding is not permissible.

7.8 Door Hold-Open DevicesDoor hold-open devices shall be of a design and strength to hold doors securely against the sides ofthe trailer in an open position when not in transit.

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APPENDIX DM-9312/1/04

APPENDIX DCLOSED-VAN THERMAL TRAILERS

1.0 SCOPEThis appendix provides supplemental design requirements for closed-van thermal trailers. Theserequirements apply in addition to those outlined in Appendix B, Closed-Van, Dry-Freight,Straight-Floor, and Drop-Frame (Non-Wheel Housing) Trailers, and those in the basic precedingspecification, except for paragraphs 4.3.1, 8.2, and 10.3.

2.0 STRENGTH REQUIREMENTS

2.1 AccessoriesAccessories such as fuel tanks and mounting, battery boxes and mounting, refrigeration unitmounting, etc., will be subjected to dynamic forces for purposes of determining the general designload. The gross weight of each accessory is multiplied by the factors set forth in paragraph 4.1.1 ofthe basic preceding specification.

3.0 SANITARY REQUIREMENTS

3.1 The interior surface and the trailer structure shall be constructed so as to facilitate cleaning,and the surface and the insulation shall not be functionally affected by cleaning methods such aswet steam cleaning.

3.2 Adequate provision should be made to ensure that cleaning water can drain satisfactorilyfrom the inside of the trailer.

4.0 THERMAL RATINGWhen a thermal rating of the trailer is desired, the test methods for determining rates of heattransmission and air leakage shall be performed in accordance with Truck Trailer ManufacturersAssociation Recommended Practice No. 38. If trailers being purchased are a design that has beenpreviously tested, then projections from previous test results will be acceptable for thermal rating.

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APPENDIX E M-9312/1/04

APPENDIX EPLATFORM TRAILERS

1.0 SCOPEThis appendix defines the design requirements for flatbed highway trailers These requirementsapply in addition to those outlined in the basic preceding specification, except for paragraphs 4.4and 4.5.

2.0 GENERALThe front end structure shall have a height and width sufficient to block the forward movement ofany item of cargo being transported. The recommended minimum height is 4 ft, and the recom-mended width is that at least equal to the width of the trailer platform.


3.1 Front End StructureThe front end structure shall meet 49 CFR, 393.106.

3.2 FloorsFor trailers designed for general-purpose service, floors must be designed to withstand a uniformlydistributed load of 50% of the maximum payload over any 10 linear ft. For trailers designed forheavy-duty service, floors must be designed to withstand a uniformly distributed load of 50% of themaximum payload over any 4 linear ft. The load shall be uniformly distributed over the full widthof the trailer platform in the applicable span.

3.3 Side RailsSide rails must be designed to withstand the localized bottom lifting conditions imposed by liftshoes of lifting devices, described in paragraph 4.2.2 of this specification.

3.4 End FrameThe end frame must be designed to protect all lights, reflective lenses, and wiring from mechanicaldamage during normal operations, as typified by backing into loading platforms and railcar bridgeplates rubbing against a trailer during transit. Rubber or fabric-type bumpers do not meet thisrequirement.

3.5 Side RailsSide rails must be designed to protect all lights, reflective lenses, and wiring from mechanicaldamage during normal operations.

3.6 Landing Gear InstallationLanding gear installation shall be in accordance with paragraph 4.2.4 of this specification, exceptthat minimum transverse spacing between wheels or shoes may be 45 in.

4.0 TESTING

4.1 Floor StrengthThe floor system structure shall be physically tested in accordance with the latest revision ofTruck Trailer Manufacturers Association Recommended Practice RP 67 for platform trailers. Thefloor rating established by the above testing must equal or exceed 12,000 lb on the front axle.

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APPENDIX EM-9312/1/04

5.0 SECUREMENT DEVICES

5.1 Anchor Points

5.1.1 Anchor Point StrengthThe strength of securement devices shall be at least 5,400 lb working load limit (WLL).

5.1.2 Number of Anchor PointsOne anchor point shall be provided every 4 ft on each side of the trailer, starting 2 ft from the frontof the trailer platform.

5.2 ChainChain used as a component of a tie-down assembly shall conform to the requirements of the latestedition of the National Association of Chain Manufacturers’ welded chain specifications for 3/8 in.grade 40 chain.

5.3 Tie-Down AdjustmentThe tie-down assembly shall have a means of adjustment for tightening during transit.

5.4 Stake PocketsStake pockets shall be designed to provide an opening that will accommodate a 2-in. × 4-in. nomi-nal hardwood stake. The strength requirements of paragraph 5.1 of this appendix do not apply.

5.5 LabelA label consisting of a decal or metallic plate shall be affixed to the front of each trailer stating atleast the following information:

Fig. E.1 Front end and tie-down information label

At the time of manufacture, the front end structure of this vehicle meets DOT strength requirements and is capable of withstanding a horizontal distributed static load of _______ lb that is firmly braced against the wall and evenly distributed over its area.

Tie-down attachment minimum WLL is 5400 lb.

Tie-down attachment maximum WLL is 5400 lb each.

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APPENDIX F M-9312/1/04

APPENDIX FTANK TRAILERS

1.0 SCOPEThis appendix defines the requirements for the acceptability of tank trailers in TOFC service. Ref-erence to this specification will be included in the AAR Manual of Standards and RecommendedPractices, Section C-III, Specification M-1002.

2.0 GENERAL

2.1 Hazardous MaterialsTank trailers carrying hazardous materials are prohibited in intermodal service, except tank trail-ers meeting this specification as may be allowed by waiver by Department of Transportation regu-lation.

2.2 Intermodal Interchange RulesTank trailers must conform to the applicable requirements of the AAR Intermodal InterchangeRules.

2.3 Loading/UnloadingTank trailers offered for rail transportation between points using crane facilities for load-ing/unloading must be equipped to permit bottom/side lifting. Trailers not so equipped must be cir-cus loaded/unloaded.

2.4 Tank Trailer SpecificationsTank trailers must meet the requirements of this AAR specification, the ASME code, and the DOTspecification to which they are constructed. The following tank trailer specifications are acceptablein conjunction with the requirements of this specification.

• MC 331• DOT 412• MC 338

Tank trailers designed and constructed to specifications other than those listed are permitted ifapproved by the AAR Tank Car Committee.

2.5 Center of GravityThe center of gravity of a loaded tank trailer when resting on the ground must not exceed 89 in.(2,260 mm).

3.0 MAXIMUM DIMENSIONSFor TOFC service, tank trailers must not exceed the following:

• 8 ft (2,440 mm) maximum tank or frame width• 8 ft 6 in. (2,590 mm) maximum tread (over outside walls of tires)• 13 ft 6 in. (4,120 mm) maximum overall height• Kingpin setting 3 1/2 ft (1,070 mm) maximum to nose• Overall length of trailer 45 ft (13,700 mm) maximum

4.0 APPROVALApproval of a tank trailer for TOFC service is contingent upon manufacturer’s or owner’s certifica-tion of compliance with all the requirements of this AAR specification.

5.0 INSULATIONIf insulation is applied, the entire insulation must be covered with a metal jacket of a thicknessnot less than 0.032 in. (0.8 mm), nominal and flashed all around so as to be weather-tight.

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APPENDIX FM-9312/1/04

6.0 DESIGN PRESSUREThe maximum allowable working pressure of the tank shall be at least 35 psi (241 kPa).

7.0 THICKNESS OF PLATESThe wall thickness after forming the tank shell and heads, but not including corrosion allowance,must be not less than the following:

• 0.130 in. (3.3 mm) carbon steel for tank shell• 0.1875 in. (4.8 mm) carbon steel for tank head• 0.118 in. (3.0 mm) austenitic stainless steel for tank shell• 0.1644 in. (4.2 mm) austenitic stainless steel for tank head

8.0 TANK MOUNTINGThe tank must be permanently mounted on its running gear in accordance with the designrequirements of the DOT specification under which it is constructed. In addition, the tank trailermust conform to the applicable requirements of AAR Specification M-931 to which this appendix isattached.

9.0 MARKING

9.1 AAR Specification A tank conforming to this AAR specification, and certified as such, must be marked on the tank oron the jacket, if insulated. The marking “AAR M-931 App. F” shall be placed on both sides near thefront end of the tanks in 2-in. letters.

9.2 Data PlatesAll data plates required by the DOT tank specification or by the competent authority must beaffixed to the tank or subframe. Identifying marks and numbers must be plainly marked on thetank.

10.0 CERTIFICATEPrior to offering a tank trailer for transportation, a certificate from the manufacturer or owneraffirming that the tank trailer meets the requirements of this AAR specification and identifyingthe tank by serial number and owner must be furnished to the Intermodal Operations Subcommit-tee, 50 F Street NW, Washington, DC 20001.

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APPENDIX G M-9312/1/04

APPENDIX GCONTAINER CHASSIS FOR INTERMODAL SERVICE

1.0 SCOPEThis appendix defines the design requirements for standard and extendable container chassis.

2.0 OBJECTIVESThese specifications provide minimum requirements for the purchase and construction of con-tainer chassis to be used for transporting domestic and international containers in both rail andhighway modes of transport. Chassis certified under the specification must meet all applicable fed-eral, state, and AAR regulations. Chassis described herein are not suitable for the transportationof hazardous materials in tank containers.

3.0 GENERAL DESCRIPTION

3.1 SizeChassis size (length and width) must conform to applicable government regulations. Dimensionaldetails of chassis shall be controlled to permit application, removal, and locking of containers builtto paragraph 4.2 of Specification M-930. The combination of container and chassis design heightshall not exceed 13 ft 6 in.

3.2 Weight Ratings

3.2.1 For purpose of strength requirements and testing under this specification, chassis areassigned design maximum gross weights for chassis and loaded containers, depending on con-tainer length capacity.

3.2.2 Chassis capable of carrying one or more containers having a combined length no greaterthan 20 ft are assigned a 50,000-lb design maximum gross weight. Chassis capable of carrying con-tainers with a combined length greater than 20 ft are assigned a 65,000-lb design maximum grossweight. For nominal container lengths and gross weights, see Specification M-930, “Closed VanContainers for Domestic Intermodal Service,” paragraph 4.5.

4.0 STRENGTH REQUIREMENTS

4.1 GeneralChassis must comply with paragraphs 4.1.2, 4.1.2.1, 4.1.2.2, and 4.1.4 in this Specification M-931.

4.1.1 Load Conditions and Force Levels

4.1.1.1 While transporting containers in rail or highway modes or when handling in terminaloperations, the chassis structure will be subjected to dynamic forces resulting from accelerationsimposed by the environment. For purposes of determining general design loads, the design maxi-mum gross weight is multiplied by the factors set forth below unless otherwise noted in other sec-tions. (Direction is to be taken as relative to the horizontal plane of the top of the chassis.)

4.1.1.2 For the purpose of this specification, gross container weights and maximum fully assem-bled chassis weights are to be utilized for all container lengths.

4.1.2 General/Specific Load FactorsSpecific new chassis components must meet individual strength requirements set forth inparagraph 4.2 of this appendix. The general load factors will govern overall chassis design exceptwhere specific load factors are specified for individual structural components.

4.1.3 Support and Restraint LocationsChassis shall be designed to support and restrain containers at the locations on the containersthat are required to be designed to withstand the imposed forces, as outlined in this specification.Vertical restraint shall be achieved at container handling fittings.

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APPENDIX GM-9312/1/04

4.2 Strength Requirements for Individual Structural Components of Chassis

4.2.1 RestraintsLongitudinal, lateral, and vertical forces tending to separate container from chassis are resisted bya system of restraints.

4.2.1.1 Lateral Stops Lateral stops shall be provided to withstand loads transverse to the longitudinal centerline of thechassis in the horizontal plane equal to .3 times the maximum gross weight of the container. Forceshall be distributed over stops at one side only.

4.2.1.2 Longitudinal StopsLongitudinal stops shall be provided to withstand longitudinal forces of 2.5 times the maximumgross container weight. Force shall be distributed equally over stops at one end of the chassis.

4.2.1.3 Adjustable Joints of Extendable Chassis

4.2.1.3.1 Adjustable joints of extendable chassis must be designed to withstand a longitudinalforce of 2.5 times the maximum gross container weight.

4.2.1.3.2 Adjustable joints must have a positive securement to prevent inadvertent disengage-ment of the adjustable joints.

4.2.1.4 Securement System—Lifting OperationsThe securement system shall withstand 2.5 times gross chassis weights for lifting operations interminals.

4.2.1.5 Chassis BolstersThe loads shown in paragraphs 4.2.1.1 and 4.2.1.2 of this appendix and the vertical load shown inparagraph 4.2.1.5.1 are assumed to act singly or simultaneously in any combination.

4.2.1.5.1 Chassis bolsters containing container locks and supporting container handling fittingsdistribute container weight to the chassis frame. Chassis bolsters containing container locks andsupporting handling fittings are to withstand downward vertical loads equal to 1.7 times the max-imum gross container weight.

4.2.1.5.2 All chassis bolsters are to withstand vertical loads (upward and downward) generatedby dynamic conditions specified in paragraph 4.0 of this appendix. When applicable, chassis bol-sters are to withstand the lateral and longitudinal force requirements defined in paragraphs4.2.1.1 and 4.2.1.2 of this appendix. On gooseneck chassis, the front horn assembly and gooseneckwill be designed for applicable vertical, lateral, and longitudinal forces.

4.2.1.6 Top Stacking

4.2.1.6.1 The chassis shall be capable of supporting without permanent deformation four chassisof similar size and weight, where all chassis are oriented in the same direction (i.e., undercarriageabove undercarriage); see Fig. G.1.

4.2.1.6.2 The chassis shall be capable of supporting without permanent deformation two chassisof similar size and weight, oriented right side up, upside down, undercarriage over undercarriage,undercarriage over upper coupler, or any combination thereof; see Fig. G.2. Note: Chassis stackingis for terminal use only, not intermodal loading.

4.2.1.6.3 The landing gear cross-brace shall withstand a load of 15,000 lb (1.5 dynamic load factor× 10,000 lb chassis weight], 7,500 lb per bearing area, applied through two 4-in.-wide bearingareas spaced 36 in. on center and located equidistant from each landing gear leg.

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4.2.1.7 Kingpin and Upper Coupler AssemblyThe kingpin and upper coupler assembly must be designed to meet operational conditions of therail mode with a container attached to chassis listed in Table 4.1 of this Specification M-931,except that Condition 7 does not apply.

4.2.1.8 Chassis SupportChassis support must comply with paragraph 4.2.4 of this Specification M-931.

4.2.1.9 DOT Rear Impact Guard (Bumper)The rear bumper must comply with Federal Motor Vehicle Safety Standards 223 and 224.

5.0 STRUCTURAL REQUIREMENTS

5.1 GeneralChassis shall be of a configuration that permits loading and unloading of containers from over-head.

5.2 Interface Dimensions

5.2.1 Interface dimensions and tolerances must comply with those shown in Fig. G.3 and Fig. G.4.

5.2.2 Clearance ProfileThere shall be no structure other than the tires, landing gear crankshaft and handle, and bolsterto which a container is secured that will interfere with lifting devices that extend 8 in. inward fromthe outside edges of a container attached to chassis.

5.3 Container Restraints and Securement Devices

5.3.1 Longitudinal and Lateral StopsLongitudinal and lateral stops shall be located on the chassis to prevent containers from sliding offeither side or either end of the chassis.

5.3.2 Container Securement Devices (Based on Highway Accelerations/Decelerations)49 CFR 393.100(e) requires that securement devices restrain the container from moving morethan 1/2 in. forward; more than 1/2 in. aft; more than 1/2 in. to the right; more than 1/2 in. to theleft; or more than 1/2 in. vertically when the container is subjected to the following accelerationsrelative to the container chassis vehicle:

Note that container restraints must comply with paragraphs 4.2.1.1 through 4.2.1.5 of this appen-dix for rail accelerations/decelerations.

5.3.3 Number of Securement Devices A securement device shall be provided for each bottom handling fitting of containers.

5.3.4 Prevention of SeparationSecurement devices shall prevent the separation of containers from the chassis.

Table G.1 Acceleration forces on container securement devicesDirection of Force Relative toLongitudinal Axis of Vehicle Acceleration in Gs

Downward 1.7Upward 0.5Lateral 0.3Longitudinal 1.8

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5.3.5 Maintenance of EngagementWith the securement device in the locked position, the engagement between the lock and handlingfitting must be maintained under all operating conditions, including the effect of wear and dimen-sional tolerances. Twistlocks must have positive lock to prevent rotation when in the locked posi-tion.

5.3.6 PenetrationHorizontal pin-type locks shall have a minimum of 1 1/4-in. penetration into the corner fittingfrom the outermost vertical surface of the handling fitting, with the container in the rearmost posi-tion on the chassis. Only the full vertical diameter portion of the pin is considered for this require-ment. See Fig. G.4.

5.3.6.1 Horizontal pin-lock design shall provide a maximum 1-in. clearance between handling fit-tings with the handling fitting against the forward stop and the end of pin, with the pin in anunlocked position.

5.3.6.2 Designs shall provide clearance or other protection for the lock pin during loading andunloading operations.

5.3.7 SealsSecurement devices must have provision to accept railroad seals in a manner that requires thebreaking of the seal to open the lock.

5.3.8 DurabilitySecurement device configuration and materials shall be such that constant exposure to marineand industrial atmospheres does not render the lock inoperative.

5.4 Kingpin and Upper Coupler AssemblyKingpin and upper coupler assembly must comply with paragraph 4.2.3 of this SpecificationM-931.

5.5 Chassis SupportChassis support must comply with paragraph 4.2.4 of this Specification M-931.

5.6 Chassis Underneath ClearanceChassis underneath clearance must comply with paragraph 4.6 of this Specification M-931.

6.0 TESTING

6.1 GeneralTesting must comply with paragraph 5.1 of this Specification M-931.

6.2 Kingpin and Upper Coupler AssemblyKingpin and upper coupler assembly must comply with paragraph 5.2 of this Specification M-931.

6.3 Chassis Static Strength (Based on Loading a Container onto the Chassis)A container loaded to 1.7 times the container’s design maximum gross weight specified inparagraph 3.2 of this appendix shall be placed on the chassis for two tests. The container shallremain on the chassis for a period of not less than 5 minutes during each test. During one test, theloaded container and chassis shall be supported by the chassis undercarriage and upper coupler.During the other test, the loaded container and chassis shall be supported by the chassis undercar-riage and landing gear.

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6.4 Chassis Support Strength

6.4.1 Dynamic LoadingDynamic loading must comply with paragraph 5.5.1 of this Specification M-931, except the chassisshall be loaded in a manner to produce a combined gross weight equal to or exceeding the designmaximum gross weight specified in paragraph 3.2 of this appendix.

6.4.2 Drop TestThe drop test must comply with paragraph 5.5.2 of this Specification M-931, except the chassisshall be loaded in a manner to produce a combined gross weight equal to or exceeding the designmaximum gross weight specified in paragraph 3.2 of this appendix.

6.4.3 Longitudinal StrengthLongitudinal strength must comply with paragraph 5.5.3 of this Specification M-931.

6.4.4 Lateral StrengthLateral strength must comply with paragraph 5.5.4 of this Specification M-931.

6.4.5 DurabilityDurability must comply with paragraph 5.5.5 of this Specification M-931.

6.5 Landing Gear Strength and CertificationLanding gear strength and certification must comply with paragraphs 5.6 and 6.0 of this Specifica-tion M-931.

7.0 BRAKE SYSTEM

7.1 Regulatory ComplianceThe brake system must comply with Federal Motor Vehicle Safety Standard 121.

7.2 Glad HandsGlad hands shall be mounted and located so as not to protrude beyond the outboard normal planeof the chassis front structure. Glad hands must be replaceable with the container mounted on thechassis.

7.3 Air Brake LinesAir brake lines shall be accessible to permit repair with the container mounted on the chassis,where practical.

7.4 TestingThe brake system shall be tested in accordance with Truck Trailer Manufacturers Association Rec-ommended Practice RP 12, latest revision.

8.0 ELECTRICAL SYSTEMThe electrical system must comply with paragraph 7.0 of this Specification M-931.

9.0 SPECIAL FEATURES

9.1 Splash Guards (Mud Flaps)Splash guards shall be mounted on the extreme rear of the chassis, where possible.

9.2 Reflective Lenses and Conspicuity Material

9.2.1 Regulatory ComplianceThe number, type, size, and location of reflex reflectors and conspicuity treatment must complywith Federal Motor Vehicle Safety Standard 108.

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9.2.2 Additional Retroreflective Material

Additionally, a minimum of 24 in.2 of white retroreflective material must be applied to the frontand to the rear of the front bolster (a total of 48 in.2).

9.3 Document HolderA weatherproof container for necessary papers and documents to accompany the chassis must beattached to an accessible area of the frame near the landing gear area.

10.0 CENTER OF GRAVITYUpon request, chassis builders shall furnish purchasers with the vertical center of gravity of theempty chassis, with the kingpin upper coupler plate 48 in. above the tire running surface. Thisinformation also shall be provided on the certification plate (see paragraph 12.0 of this appendix).

11.0 MARKINGS AND IDENTIFICATION

11.1 Each chassis shall display a two- to four-character alphabetic reporting mark, ending in “Z”that is assigned by the AAR. This code, which represents the vehicle’s owner or lessee, shall be fol-lowed by a maximum six-digit number, which shall be determined in accordance with AAR Code ofTrailer and Container Service Rules. The reporting mark and number shall be applied to the chas-sis in letters and numbers not less than 3 in. high. (A reporting mark and number are not neces-sary for manufacturer certification.)

11.2 AEI TagThe AEI tag must comply with paragraph 9.1 of this Specification M-931.

12.0 CERTIFICATION PLATEThe certification plate must comply with paragraph 12.0 of this Specification M-931.

13.0 UNTRIED-TYPE CHASSIS

13.1 DefinitionA chassis shall be considered an untried type when it does not fall into the category of conven-tional straight or gooseneck chassis or when its design and configuration are not similar to designsin service.

13.2 CertificationFor any untried-type chassis, the manufacturer must furnish a written certification to the AARconfirming that the chassis meets all requirements of this specification. Test data supporting themanufacturer’s certification must be maintained on file and furnished to the purchaser and/or theAAR upon request.

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Fig. G.1 Chassis stacked five-high in same orientation

Fig. G.2 Chassis stacked three-high in mixed orientation
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Fig. G.3 Four twistlock chassis/container interface dimensions

Note:

The dimensions shown are presented as a guide for the manufacturers of container chassis and are the result of proven experience.

Under conditions of extreme cumulative tolerances of both the container and its corner fittings in one direction and the chassis and its twistlocks in the other direction, an extremely rare interference may occur, but the possibility is so remote that the additional expense of maintaining tighter tolerances is felt to be unwarranted.

Freight ContainerDesignation

Length “A” “B” K=D1–D2 or D2–D1

(in.)(ft) (in.) (ft) (in.) (ft) (in.)

A, 1AA 40 0 39 4 +1/8 –3/8 7 5 + 0 –1/8 5/8 max.1B, 1BB 29 11 1/4 29 3 1/8 + 1/4 7 5 + 0 –1/8 1/2 max.1C, 1CC 19 10 1/2 19 2 1/2 + 1/8 –3/8 7 5 + 0 –1/8 3/8 max.1D 9 9 3/4 9 1 23/32 +1/4 7 5 + 0 –1/8 1/4 max.24 ft 24 0 23 3 7/8 + 1/4 7 5 + 0 –1/8 7/16 max.35 ft 35 0 34 3 7/8 +1/4 7 5 + 0 –1/8 9/16 max.45 ft 45 0 44 4 + 1/8 –3/8 7 5 + 0 –1/8 11/16 max.48 ft 48 0 47 4 + 1/8 –3/8 7 5 + 0 –1/8 11/16 max.53 ft 53 0 52 4 + 1/8 –3/8 7 5 + 0 –1/8 3/4 max.

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Fig. G.4 Gooseneck chassis interface dimensions

FreightContainer

Designation

Length “L” K=D1–D2 or D2–D1

(in.)(ft) (in.) (ft) (in.)

20 ft 19 10 1/2 19 6 3/4 +1/4 –1/8 3/8 max.40 ft 40 0 39 8 1/4 +1/4 –1/8 5/8 max.45 ft 45 0 44 8 1/4 +1/4 –1/8 11/16 max.48 ft 48 0 47 8 1/4 +1/4 –1/8 11/16 max.53 ft 53 0 52 8 1/4 +1/4 –1/8 3/4 max.

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APPENDIX HM-9312/1/04

APPENDIX HILLUSTRATIONS OF TOFC VAN TRAILERS

(Reprinted with permission from the Truck Trailers Manufacturers Associa-tion (TTMA) Recommended Practice RP 85-99)

Illustration M-931 Reference PageFig. H.1 Title I–130Fig. H.2 TOFC (trailer on flatcar) I–130Fig. H.3 Weight—maximum gross trailer = 65,000 lb 3.2 I–130Fig. H.4 Weight—maximum legal DOT 3.2 I–131Fig. H.5 Dynamic strength requirements 4.1.1 I–131Floor Strength 4.2

Fig. H.6 Floor strength “A”—Concentrated and uniformly distributed load 4.2.1.1 I–132Fig. H.7 Floor strength—cross-member static strength Appendix A, 8.4.1 I–133Fig. H.8 Floor strength—floorboard static strength Appendix A, 8.4.2 I–134Fig. H.9 Floor strength—cross-member-to-rail connection static strength Appendix A, 8.4.3 I–135

Lift pads 4.2.2 and 4.4Fig. H.10 Lift pads—requirements 4.4 I–136Fig. H.11 Top rail protector 4.5 I–137

Kingpin and upper coupler 4.2.3 and 5.2Fig. H.12 Kingpin and upper coupler strength—fore and aft one cycle Table 5.1 Condition 1 I–137Fig. H.13 Kingpin and upper coupler strength—fore and aft 500,000 cycles Table 5.1 Condition 2 I–138Fig. H.14 Kingpin and upper coupler strength—side to side 100,000 cycles Table 5.1 Condition 3 I–138Fig. H.15 Kingpin and upper coupler strength—upward 1,000,000 cycles Table 5.1 Condition 4 I–139Fig. H.16 Kingpin and upper coupler strength—up and down one cycle Table 5.1 Condition 5 I–140Fig. H.17 Kingpin and upper coupler strength—up offset load 1,000 cycles Table 5.1 Condition 6 I–141Fig. H.18 Kingpin and upper coupler strength—pass/fail criteria 5.2 I–141

Support requirements 4.2.4 and 5.5Fig. H.19 Support requirements—dimensions 4.2.4.2.6 and 4.2.4.2.7 I–142Fig. H.20 Support requirements—lift load 4,000 times 4.2.4.3.2 and 5.5.1 I–143Fig. H.21 Support requirements—drop test 4.2.4.3 and 5.5.2 I–143Fig. H.22 Support requirements—longitudinal strength 4.2.4.4 and 5.5.3 I–144Fig. H.23 Support requirements—lateral strength 4.2.4.4 and 5.5.4 I–144

Landing gear 4.2.4.5 and 5.6Fig. H.24 Landing gear—durability 5.5.5 I–145Fig. H.25 Landing gear—bending strength 5.6.1 I–145Fig. H.26 Landing gear—compression test with leg extended 5.6.2 I–146Fig. H.27 Landing gear—compression test with leg retracted 5.6.3 I–147Fig. H.28 Landing gear—compression test with both legs extended 5.6.4 and 4.2.4.3.1 I–148

Wall strength Appendix B, 4.0Fig. H.29 Wall strength—sidewall strength Appendix B, 4.1 I–149Fig. H.30 Wall strength—front and rear wall strength Appendix B, 4.2, and 4.3 I–150Fig. H.31 Wall strength—Rear wall (door) strength Appendix B, 4.3 I–150Fig. H.32 Wall strength—roof strength Appendix B, 4.4 I–151

Other requirementsFig. H.33 Brakes, electrical, conspicuity, rear impact guard, mud flaps, manifest box 7.0, 8.0, 10.1 10.2, 10.3,

and 10.4 I–152Fig. H.34 Center of gravity and certification plate 11.0 and 12.0 I–152

2/1/04 I–129


APPENDIX H M-9312/1/04

Fig. H.1 Title

Fig. H.2 TOFC (trailer on flatcar)

Fig. H.3 Weight—maximum gross trailer = 65,000 lb(Paragraph 3.2)

AAR SPECIFICATION

M-931-02

TRAILERS FOR

INTERMODAL SERVICE

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Fig. H.4 Weight—maximum legal DOT(Paragraph 3.2)

Fig. H.5 Dynamic strength requirements(Paragraph 4.1.1)

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Fig. H.6 Floor strength “A”—Concentrated and uniformly distributed load(Paragraph 4.2.1.1)

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Fig. H.7 Floor strength—cross-member static strength(Appendix A Paragraph 8.4.1)

2/1/04 I–133



Fig. H.8 Floor strength—floorboard static strength(Appendix A Paragraph 8.4.2)

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Fig. H.9 Floor strength—cross-member-to-rail connection static strength(Appendix A Paragraph 8.4.3)

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Fig. H.10 Lift pads—requirements(Paragraph 4.4)

Lift pad length to be 10 ft 0 in. minimum, except for 28-ft 0-in. trailers, which should be 5 ft 0 in. minimum.

Trailer Length Lift Pad Spacing28 ft 16 ft40 ft 20 ft45 ft 28 ft48 ft 30 ft53 ft 32 ft

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Fig. H.11 Top rail protector(Paragraph 4.5)

Fig. H.12 Kingpin and upper coupler strength—fore and aft one cycle(Table 5.1 Condition #1)

Trailer Length Protector Length

28 ft 10 ft40 ft 20 ft45 ft 20 ft

48 and 53 ft 20 ft

2/1/04 I–137



Fig. H.13 Kingpin and upper coupler strength—fore and aft 500,000 cycles(Table 5.1 Condition #2)

Fig. H.14 Kingpin and upper coupler strength—side to side 100,000 cycles(Table 5.1 Condition #3)

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Fig. H.15 Kingpin and upper coupler strength—upward 1,000,000 cycles(Table 5.1 Condition #4)

2/1/04 I–139



Fig. H.16 Kingpin and upper coupler strength—up and down one cycle(Table 5.1 Condition #5)

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Fig. H.17 Kingpin and upper coupler strength—up offset load 1,000 cycles(Table 5.1 Condition #6)

Fig. H.18 Kingpin and upper coupler strength—pass/fail criteria

K.P. & U.C. REQMNTS

(PAR. 5.2)

NO FAILURE OR PERMANENT

DEFORMATION THAT WILL

PREVENT CHECKING

BY KING PIN GAGE

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Fig. H.19 Support requirements—dimensions

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Fig. H.20 Support requirements—lift load 4,000 times(Paragraphs 4.2.4.3.2 and 5.5.1)

Fig. H.21 Support requirements—drop test(Paragraphs 4.2.4.3.2 and 5.5.2)

2/1/04 I–143



Fig. H.22 Support requirements—longitudinal strength(Paragraphs 4.2.4.4 and 5.5.3)

Fig. H.23 Support requirements—lateral strength(Paragraphs 4.2.4.4 and 5.5.4)

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Fig. H.24 Landing gear—durability(Paragraph 5.5.5)

Fig. H.25 Landing gear—bending strength(Paragraph 5.6.1)

2/1/04 I–145



Fig. H.26 Landing gear—compression test with leg extended(Paragraph 5.6.2)

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Fig. H.27 Landing gear—compression test with leg retracted(Paragraph 5.6.3)

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Fig. H.28 Landing gear—compression test with both legs extended(Paragraphs 4.2.4.3.1 and 5.6.4)

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Fig. H.29 Wall strength—sidewall strength(Appendix B Paragraph 4.1)

2/1/04 I–149



Fig. H.30 Wall strength—front and rear wall strength(Appendix B Paragraphs 4.2 and 4.3)

Fig. H.31 Wall strength—Rear wall (door) strength(Appendix B Paragraph 4.3)

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Fig. H.32 Wall strength—roof strength(Appendix B Paragraph 4.4)

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Fig. H.33 Brakes, electrical, conspicuity, rear impact guard, mud flaps, manifest box

Fig. H.34 Center of gravity and certification plate(Paragraphs 11.0 and 12.0)

Other Requirements of AAR

• Trailer to be in compliance with all applicable NHTSA standards• Brakes (paragraph 8.0)• Electrical (paragraph 7.0)• Conspicuity (paragraph 10.2)• Rear Impact Guard (paragraph 10.4)• Mud flaps: rear edge of trailer where possible (paragraph 10.1)• Manifest box, electrical, and air connections recessed in front wall

(paragraph 10.3)

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M-9522/1/04

INTERMODAL CONTAINER SUPPORT AND SECUREMENT SYSTEM FOR FREIGHT CARS

SpecificationM-952


1.0 PURPOSE AND SCOPE

1.1 Revisions to this specification became effective November 1, 2000.

1.2 This specification covers the mechanical characteristics, structural adequacy, and testingrequirements for support and securement systems for intermodal containers on freight cars.Devices manufactured after the effective date of this specification must be approved and markedon the basis of these requirements.

1.3 It is the intent that systems approved under this specification will be compatible with, andmeet all testing requirements as specified for, container transport cars approved for unrestrictedinterchange service under the provisions of the AAR Manual of Standards and RecommendedPractices, Section C, Part II, Volume 1, Specification M-1001, Chapters VIII and XI.

1.4 It is the intent that systems approved under this specification will be compatible with con-tainers per Specification M-930 of this manual, “Closed Van Containers for Domestic IntermodalService” and per ISO 1496-1, “Series 1 Freight Containers—Specification and Testing Part 1: Gen-eral Cargo Containers for General Purposes.”

1.5 Interbox connectors (IBCs) utilized to secure stacked containers to one another must complywith paragraphs 1.2 and 1.3 in addition to meeting the requirements specified in Appendix A ofthis specification.

1.6 This specification includes G forces that are not equivalent to those required by AAR FieldManual Rule 88.A.15.c.2 for the restraint of irradiated fuel casks.

2.0 SUPPORT SYSTEM CONSTRUCTION

2.1 General

2.1.1 Systems must be designed for use with handling fittings meeting AAR Specification M-930and ISO standards for closed van-type dry cargo containers.

2.1.2 Systems designed for use with containers not complying with AAR Specification M-930 orISO standards for closed van-type dry cargo containers must meet all of the requirements of thisspecification with the exception of paragraphs 1.3 and 2.1.1.

2.1.3 The system must be designed so as to provide vertical support and longitudinal and lateralrestraint for the container at the four lower handling fittings.

2.1.4 Support and securement systems design factors must be based on a minimum containerweight of 67,200 lb MGW.

2.1.5 If an adjustable and/or collapsible system is used to accommodate containers of variouslengths, each support must be designed to be readily moved or stowed by one person withoutmechanical assistance.

2.1.6 Each approved device must be permanently marked with raised letters (not hand-stamped)showing manufacturer, model or part number, and “AAR-99.”

2.1.7 Each device must be designed to withstand the forces imposed by a fully loaded containerduring the loading process.

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M-9522/1/04

2.2 Restraining Curbs

2.2.1 If restraining curbs are used, provisions must be included for vertical hold-down secure-ment of the container at the four lower handling fittings if the height of the curbs controlling lat-eral and longitudinal movement is less than 9 1/2 in. or if support is adjustable for variouscontainer lengths.

2.2.1.1 The total distance between the longitudinal corner restraining curbs of container sup-ports, when such method is used, is to be the container length plus 3/8 in. minimum, 3/4 in. maxi-mum.

2.2.1.2 The inside width between the lateral restraining curbs of the container supports, whensuch method is used, is to be +1/4 in. minimum and +1/2 in. maximum over the nominal width ofthe container.

2.2.2 The minimum size of the horizontal support pad under each handling fitting is to be 30 in2.

2.3 Container Corner Aperture System—Engagement and Restraint of Container atHandling Fitting

2.3.1 Manual (Manual Locking and Unlocking)

2.3.1.1 The physical engagement between the hold-down device and the container handling fit-ting shall be not less than 3/4 in. under the most adverse tolerance conditions.

2.3.1.2 The device must be capable of sustaining the minimum upward static force of 3,200 lb percorner without incurring distortion that would render it inoperable.

2.3.1.3 The locked position must be identifiable by visual inspection.

2.3.2 Semiautomatic (Self-Locking and Manual Unlocking)

2.3.2.1 The device shall require an entry force of no more than 800 lb per corner.

2.3.2.2 The physical engagement between the hold-down device and the container handling fit-ting shall be not less than 3/4 in. under the most adverse tolerance conditions.

2.3.2.3 The device must be capable of sustaining a minimum upward static force of 3,200 lb percorner without incurring distortion that would render it inoperable.


2.3.3 Automatic (Self-Locking and Unlocking)

2.3.3.1 The device shall require an entry force of no more than 800 lb per corner.

2.3.3.2 The device shall require a release force of not less than 1,600 lb and not more than2,200 lb per corner.


3.0 TESTING

3.1 GeneralThe systems must withstand test loads without damage to any part. For this purpose, unless oth-erwise specified, damage will be defined as any permanent deformation or condition that preventscontinued service and will be determined by visual inspection and operation with a loaded con-tainer.

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M-9522/1/04

3.2 Static Tests

3.2.1 Static tests shall be performed on one container support system applied to a test car or atest stand in a manner representative of a typical commercial application. Point-of-load applica-tion will be made so as to be representative of the actual load path. Where a pedestal supportstructure is part of the container support system, it must be included as part of the test car or teststand.

3.2.2 Each of the following individual loads shall be applied to one corner support structure for aminimum period of 1 minute:

• A vertical downward load of 0.5 gross corner weight (GCW)• A lateral load of 0.25 GCW applied horizontally outboard• A longitudinal load of 1.0 GCW applied horizontally

3.2.3 Each of the loads in paragraph 3.2.2 shall be applied to one corner support structure for aminimum period of 1 minute in the following combinations:

• The vertical downward load of 0.5 GCW together with the lateral load of 0.25 GCW• The vertical downward load of 0.5 GCW together with the longitudinal load of 1.0 GCW

3.3 Environmental TestsCompliance with the entrance and exit forces specified in paragraphs 2.3.2.1, 2.3.3.1, and 2.3.3.2must be demonstrated at the temperatures of –50 °F or below and 130 °F or above for completecontainer lock assemblies manufactured for new car production or as replacements and manufac-tured after January 1, 2002.

3.4 Impact Test

3.4.1 Container securement systems applied to COFC cars must be impact-tested in accordancewith provisions outlined in the AAR Manual of Standards and Recommended Practices, Section C,Part II, Volume 1, Specification M-1001, Chapter VIII, unless the cars are intended for controlledinterchange.

3.4.2 Container securement systems applied to COFC cars intended for controlled interchangemust be impact-tested in accordance with provisions outlined in MSRP Specification M-1001,Chapter XII.

3.5 Production Test

3.5.1 For semiautomatic and automatic locking devices, the entry force of each device produced asspecified in paragraphs 2.3.2.1 and 2.3.3.1 shall be tested by the manufacturer before shipment.

3.5.2 For automatic locking devices, the release force of each device produced as specified inparagraph 2.3.3.2 shall be tested by the manufacturer before shipment.

4.0 INSTRUMENTATION

4.1 All instrumentation must comply with the AAR Manual of Standards and RecommendedPractices, Section B, Specification M-901-F, and be verified by the Transportation Technology Cen-ter, Inc., prior to shipment.

4.2 During static tests, the applied loads shall be recorded and the components of the systemchecked dimensionally.

4.3 During impact tests, the impact velocity shall be recorded.

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M-9522/1/04

5.0 SERVICE PERFORMANCE

5.1 Conditional approval of a system shall be limited to 4,000 devices that may be placed in ser-vice during the first year. During the period of conditional approval, a record of all service failuresshall be kept, and semiannual reports must be furnished to the AAR. After expiration of the 1-yearservice period, at least five cars must be inspected by representatives designated by the AAR. Ifthe condition of the support and securement system is satisfactory in the judgement of the AAR,unconditional approval of the system may be granted.

5.2 All design modifications made to a system covered by conditional approval must be submittedto the AAR in accordance with the provision of Appendix B of this specification. Depending on theextent of the modification, impact-testing may or may not be required.

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APPENDIX AREQUIREMENTS COVERING INTERBOX CONNECTORS

1.0 SCOPE

1.1 An interbox connector (IBC) is a device intended to secure one container to another containerin a stacked configuration.

1.2 These specifications cover the mechanical characteristics, structural adequacy, and testingrequirements for supporting and securing intermodal containers to each other in a stacked config-uration on freight cars. New designs of equipment for supporting and securing intermodal contain-ers to each other in a stacked configuration on freight cars will be approved based on thisspecification.

2.0 CONSTRUCTION

2.1 General

2.1.1 The interbox connector must be designed to provide vertical, longitudinal, and lateralrestraint between two stacked containers.

2.1.2 No portion of the device may extend past the vertical plane of the car’s sides (as defined bythe appropriate clearance plate) or end.

2.1.3 Devices must be designed for use with handling fittings meeting MSRP Specification M-930and ISO standards for closed van-type cargo containers.

2.1.4 IBC pad thickness must not exceed 1 7/32 in.

2.1.5 IBCs designed for use with containers not complying with MSRP Specification M-930 orISO standards for closed van-type cargo containers must meet all of the requirements of this spec-ification with the exception of paragraph 2.1.3 in this appendix.

2.1.6 Each approved IBC must be permanently marked with raised letters (not hand-stamped)showing manufacturer, model or part number, and “AAR-99.”

2.1.7 IBC design factors are based on a container weight not exceeding 67,200 lb. Devicesdesigned to a container weight of 80,000 lb are allowed and must be identified with the marking“80K.”

2.2 Manual

2.2.1 Manual IBCs require a manual operation to lock and unlock the device for both loading andunloading operations.

2.2.2 The total physical engagement between the IBC device and both sides of the container han-dling fitting shall be not less than 1/2 in. under the most adverse tolerance conditions.

2.2.3 The locked position must be easily identifiable by visual inspection.

2.2.4 The device must be capable of sustaining a minimum upward static force of 3,200 lb per cor-ner without incurring distortion that would render it inoperable.

2.2.5 The device must be marked with “TOP,” indicating the head that engages the top container.Locking must be done by moving the handle to the left when the “TOP” head is up.

2.3 Semiautomatic

2.3.1 Semiautomatic IBCs require the IBC to be manually put into a locked position prior to theinitial application to either the lower or upper container but are self-locking during the loadingoperation. Semiautomatic IBCs require manual unlocking during unloading of the stacked con-tainer.

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2.3.2 The device shall require an entry force of no more than 800 lb per corner.

2.3.3 The total physical engagement between the IBC device and both sides of the container han-dling fitting shall be not less than 1/2 in. under the most adverse tolerance conditions.

2.3.4 The device must be capable of sustaining a minimum upward static force of 3,200 lb per cor-ner without incurring distortion that would render it inoperable.

2.3.5 The locked position must be identifiable by visual inspection. The lock indicator (plunger)must be flush or slightly recessed with the lock housing when locked. The lock indicator (plunger)must be out or protruding from the lock housing when unlocked.

2.4 Automatic (Self-Locking and Unlocking)

2.4.1 Automatic IBCs require the IBC to be manually locked during the initial application toeither the lower or upper container but are self-locking during the loading operation. AutomaticIBCs must be self-locking and unlocking during loading and unloading of the stacked container.

2.4.2 The device shall require an entry force of no more than 800 lb per corner.

2.4.3 The device shall require a release force of not less than 1,000 lb and not more than 1,600 lbper corner.

2.4.4 The locked position must be identifiable by visual inspection. The lock indicator (plunger)must be flush or slightly recessed with the lock housing when locked. The lock indicator (plunger)must be out or protruding from the lock housing when unlocked.

3.0 TESTING

3.1 GeneralThe systems must withstand test loads without damage to any part. For this purpose, unless oth-erwise specified, damage will be defined as any permanent deformation or condition that preventscontinued service and will be determined by visual inspection and operation.

3.2 Static Tests

3.2.1 Static tests shall be performed on one container support system applied to a test car or atest stand in a manner representative of a typical commercial application. Point-of-load applica-tion will be made so as to be representative of the actual load path.

3.2.2 Each of the following loads shall be applied to one corner support structure for a minimumperiod of 1 minute:

• A vertical downward load of 0.5 MGW• A lateral load of 0.25 MGW• A longitudinal load of 1.0 MGW applied horizontally• A vertical upward load of 1.0 MGW for manual and semiautomatic devices

3.2.3 Each of the loads from paragraph 3.2.2 of Appendix A shall be applied to one corner supportstructure for a minimum period of 1 minute in the following combinations:

• The vertical downward load of 0.5 MGW together with the lateral load of 0.25 MGW• The vertical downward load of 0.5 MGW together with the longitudinal load of 1.0 MGW

3.3 Environmental TestCompliance with the entrance and exit forces specified in paragraphs 2.3.2, 2.4.2, and 2.4.3 ofAppendix A must be demonstrated at the temperatures of –50 °F or below and 130 °F or above.

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3.4 Impact Test

3.4.1 IBC container securement systems applied to double-stack cars must be impact-tested inaccord with provisions outlined in the AAR Manual of Standards and Recommended Practices,Section C, Part II, Volume 1, Specification M-1001, Chapter VIII, unless the cars are intended forcontrolled interchange.

3.4.2 IBC container securement systems applied to double-stack cars intended for controlledinterchange must be impact-tested in accordance with provisions outlined in MSRP SpecificationM-1001, Chapter XII.

3.5 Production Test

3.5.1 For semiautomatic and automatic locking devices, the entry force of each device produced asspecified in paragraphs 2.3.2 and 2.4.2 of Appendix A shall be tested by the manufacturer beforeshipment.

3.5.2 For automatic locking devices, the release force of each device produced as specified inparagraph 2.4.3 of Appendix A shall be tested by the manufacturer before shipment.

4.0 INSTRUMENTATION

4.1 All instrumentation must comply with AAR Manual of Standards and Recommended Prac-tices, Section B, Specification M-901-F, and be verified by the Transportation Technology Center,Inc., prior to testing.

4.2 During static tests, the applied loads shall be recorded and the components of the systemchecked dimensionally.

4.3 During impact tests, the impact velocity shall be recorded.

5.0 SERVICE PERFORMANCE

5.1 Conditional approval of a system shall be limited to 4,000 devices that can be placed in ser-vice during the first year. During the period of conditional approval, a record of all service failuresshall be kept, and semiannual reports must be furnished to the AAR. After expiration of the 1-yearservice period, at least five cars must be inspected by representatives designated by the AAR. Ifthe condition of the support and securement system is satisfactory in the judgment of the AAR,unconditional approval of the system may be granted.

5.2 All design modifications made to a system covered by conditional approval must be submittedto the AAR in accordance with the provisions of Appendix B of this specification. Depending on theextent of the modification, impact-testing may be required.

6.0 CERTIFICATION

6.1 Manufacturers must furnish a written certification that the construction details and designstrength of the container support and securement systems offered for service meet all require-ments of this specification. Supporting data, in the form of test reports and/or design calculations,must be provided to the purchaser and/or the AAR upon request.

6.2 AAR will maintain and periodically publish a listing of all IBCs certified to the requirementsof this specification and their approval status.

7.0 DOCUMENTATIONManufacturers must furnish written inspection, maintenance, and reconditioning procedureswhen making application.

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APPENDIX BINSTRUCTIONS REGARDING APPLICATION FOR CERTIFICATE OF

APPROVALThe following instructions will govern in the matter of application and approval of intermodal con-tainer support and securement systems for freight cars by the AAR Intermodal Car PerformanceCommittee under Specification M-952.

1.0 Supplier is to make application to the Association of American Railroads, c/oChief—Technical Standards, Transportation Technology Center, Inc., P.O. Box 11130, 55500 DOTRoad, Pueblo, CO 81001.

2.0 Separate application shall be made for each different type of container system for whichapproval is desired, including modifications to previously approved designs. Applications must beaccompanied by a nonrefundable service fee of $300.00 (US). The remittance check should bepayable to “Transportation Technology Center, Inc.”

3.0 Each application shall be accompanied by 8 1/2-in. × 11-in. drawings that provide thefollowing information:

3.1 General arrangement, overall dimensions, and types of material for the system and its instal-lation on the actual car submitted for test.

3.2 With respect to car construction, drawings shall show design, material, and tolerances for thesecurement system supporting structure and for those components that house the supports.

3.3 Modifications to previously conditionally approved systems may be submitted showing onlythe design change and types of material, providing there is no major effect on installation on thecar.

4.0 All testing of container securement systems must be witnessed by an official AAR observer.The supplier’s facility may be used if it contains facilities for meeting all test requirements, asjudged by the official AAR observer.

5.0 The Transportation Technology Center, Inc., shall provide an official observer when thesystem is tested in accordance with paragraph 3.0 or with Appendix A paragraph 3.0 of thisspecification. The official observer shall be provided with data as outlined in paragraphs 4.2, 4.3,Appendix A paragraph 4.2, and Appendix A paragraph 4.3 of this specification. These data shallbe considered tentative until such time as they are checked and a final report on the tests is made.All costs of the official observer will be borne by the applicant.

6.0 The supplier’s representative may discontinue the test and/or withdraw the application atany time. The applicant must submit to the AAR an explanation for the discontinuation of test andthe intentions for the progression of the application.

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M-9622/1/04

REMANUFACTURE OF TOFC TRAILERS

SpecificationM-962


1.0 SCOPEThis specification defines the requirements for remanufactured (rebuilt) trailers to be transportedon railroad flatcars.

2.0 BODY OR FRAME PORTION OF TRAILERS

2.1 All remanufactured trailers must comply with the AAR Manual of Standards and Recom-mended Practices, Section I, Specification M-931, in effect at the time of order.

2.2 The trailer, except for its running gear, landing gear, and refrigeration unit (if equipped),must be newly manufactured.

3.0 TRAILER RUNNING GEAR AND LANDING GEARIn order to qualify for rebuilt status, the following must be accomplished:

3.1 Remove the tandem assembly from the old trailer by cutting off the hanger mounting boltsand/or welds, taking care not to cut or damage the hangers. If the old trailer is equipped with aslide, remove the tandem and lower slide rail from the top slider rail. If the body rail is in good con-dition, it may be reused.

3.2 Sandblast the assembly.

3.3 Disassemble the wheels from the axles.

3.4 Inspect the axle assembly for cracks, bent spindle, scored spindle, or other obvious damagethat could lead to premature failure if the axle is returned to service.

3.5 Remove, clean, and inspect the brake shoes. The brake lining must be replaced if the thick-ness at the center of the lining is less than 1/2 in. The brake lining must also be replaced if separa-tion is evident between the lining and the shoe as a result of loose rivets or contamination, such asrust. However, if loose rivets are found in a shoe where the lining wear is minimal, the lining maybe salvaged by removing any contamination between the shoe and the lining and replacing the riv-ets. If the lining is removed from the shoe for any purpose, it should be replaced. If the condition ofthe shoes and linings is acceptable for reuse, reinstall the shoes in the original position. However,when the linings are replaced, the shoes need not be reinstalled in the original position.

3.6 Inspect and lubricate the “S” cam shafts. If frozen or loose, they must be removed, cleaned, orrepaired and reassembled.

3.7 Disassemble the air chamber and install a new diaphragm and clevis pin. If disassembly ofthe air chamber shows the spring is broken, replace the entire chamber.

3.8 If the original date of trailer manufacture is prior to January 1, 1975, install a new emer-gency relay valve.If the original date of manufacture is January 1, 1975 or after, inspect the brake system valves forcondition and function and repair or replace them as necessary.

3.9 Replace the air hoses.

3.10 Clean the wheel bearings with a solvent and inspect the bearings for defects.

3.11 Clean the wheel hub and inspect the bearing cups for defects.

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3.12 Repack the bearings and install new grease seals.

3.13 If the trailer is equipped with oil bath-type hub caps, replace the oil and seals.

3.14 Inspect the drum mounting bolts and holes for looseness and wear. Inspect the drums forexcessive heat check, distortion, and wear.

3.15 Check the spider connections for broken bolts, broken lock washers, or looseness.

3.16 Inspect the springs and replace any broken spring leaves, center bolts, or clamps. (Do notdisassemble the tandem springs, torque arms, or bushings unless a part is defective and must bereplaced.)

3.17 Inspect the suspension hangers and, if they are in good condition, weld them to a new sub-frame, unless the old slide structure is being reused. The suspension must be properly aligned.

3.18 Torque the “U” bolts to the manufacturer’s recommended level.

3.19 Inspect the tires for cuts and wear. Replace any tires that have less than 6/32-in. tread depthand/or cuts that require repair. Tires will be matched when replaced on axles. Air tires are to meetmanufacturer’s recommendations based on the load rating of tires. Old weather-checked tires mustnot be used.

3.20 Inspect the landing gears and, if they are in good condition, lubricate them and use newwheels/shoes, axles, and braces as required.

4.0 MARKINGS AND IDENTIFICATION

4.1 Each trailer shall have a two- to four-digit alpha reporting mark, ending in “Z,” that isassigned by the AAR. This code, which represents the vehicle’s owner or lessee, shall be followedby a maximum six-digit number, which shall be determined in accordance with the AAR Code ofTrailer and Container Service Rules. The reporting mark and number shall be applied to thetrailer in letters and numbers not less than 3 in. high. (Reporting mark and number are not neces-sary for manufacturer certification.)

4.2 AEI Tag(Optional) An automatic equipment identification (AEI) tag should be placed on the trailer. Thetag should perform and be programmed and positioned in accordance with the AAR Manual ofStandards and Recommended Practices, Section K, Standard S-918.

5.0 VALUE DETERMINATIONSee AAR TOFC/COFC Interchange Rules, Rule 162 (p) and Appendix C.

6.0 CERTIFICATION

6.1 Trailers remanufactured under the appropriate specifications must be so identified by astamped or etched aluminum or stainless steel plate affixed to a location on the forward half of theleft side of the trailer. The plate will bear at least the words, “This trailer meets SpecificationM-962-xx of the Association of American Railroads for WW MGW lb” (where “xx” represents thelatest revision year pertinent to the trailer; and WW represents the trailer maximum gross weightrating expressed in pounds). The plate must be provided by the manufacturer or owner.

6.2 The certification plaque can be applied only if the equipment complies with the latest revisionof the specification in effect at the time of order. Data demonstrating that the trailer is certifiableis to be furnished to purchaser and/or the AAR upon request.

7.0 REMANUFACTURE PLAQUEA remanufacture plaque shall be affixed to a location on the forward half of the left side of thetrailer. It shall show the date of remanufacture, original trailer identification or serial number,and the remanufacturer’s file number.

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8.0 DOT SAFETY STANDARDSRemanufactured trailers shall comply with all applicable federal regulations in effect at the timeof remanufacture, except that reused and/or replacement components need not meet FederalMotor Vehicles Safety Standards effective subsequent to the original date of manufacture.

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M-9662/1/04

TOFC PORTABLE BRIDGE PLATES

SpecificationM-966

Adopted: 1981; Revised: 2004

1.0 GENERAL INFORMATION

1.1 This specification became effective on March 1, 1981.

1.2 The purpose of this portable bridge plate is to load or unload highway trailers on piggybackflatcars in those terminals that use the drive-on/drive-off method of loading.

1.3 The provisions set forth below are to be used as a guide and are not intended to place unduerestrictions on individual design.

2.0 WARRANTYThe TOFC portable bridge plate assembly shall be warranted for 1 year against defects in designand workmanship resulting from reasonable and normal use.

3.0 MATERIALSThe materials used in construction are to be types that can be easily repaired or replaced at rail-road shops or other repair facilities.

4.0 DIMENSIONS AND WEIGHT

4.1 Bridge plates will be of two lengths—48 in. and 60 in.—from the centerline of the bridge platelock to the deck contact point on the opposite end.

4.2 If the bridge plate design incorporates “up” flanges, the tread width is to be not less than26 1/2 in. The overall width of the plate is to be 28 in.

4.3 If the bridge plate does not incorporate “up” flanges, the tread width is to be not less than27 1/8 in. The overall width of the plate is to be 28 in.

4.4 Bridge plate thickness at both ends for a distance of 6 in. is to not exceed 2 in.

4.5 Bridge plate assembly shall not exceed the maximum weight of 70 lb for the 48-in. length or90 lb for the 60-in. length. However, it is desirable that the weight be held to a minimum consis-tent with good design and the strength requirements specified herein.

5.0 HINGE AND LOCK

5.1 Bridge plate, hinge, and lock design shall be compatible with a railcar hinge arrangementlocated on the right- and left-hand corners of railcars as shown in Fig. 5.1.

Fig. 5.1 Configuration of hinge into which bridge plate must lock
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5.2 Bridge plate reinforcement and/or down-flanges may extend toward the hinge-end of theplate, but must not interfere with railcar hinge supports or lock operation.

5.3 The bridge plate lock shall be so designed that it cannot be left in an unlocked position. Con-struction of moving parts shall be so designed as to prevent binding or deterioration from mois-ture, rust, or dirt accumulation. Bridge plates may have an optional attachment to the car hingeassembly using a 3/4-in.-diameter rod as a removable hinge pin.

5.4 The hinge and lock are to be a bolted or riveted-on design for ease in repair or replacement.Bolts and rivets are to have rounded heads.

5.5 The centerline of the hinge and lock is to be 21/32 in. up from the deck contact surface of theend of the bridge plate and 21/32 in. in from the end of the bridge plate.


6.1 The tire runway surface of the bridge plate will be flat laterally and will have a longitudinalcamber no greater than 1/2 in.

6.2 Sharp edges or corners will not be permitted in bridge plate design to prevent possible dam-age to the trailer or tractor tires or injury to workers handling plates.

6.3 The contour of the bridge plate shall be designed to prevent interference with guide rails,riser boards, end sills, or coupler pocket housing on railcars.

6.4 Bridge plate tread surface must have an anti-skid feature. The anti-skid surface shall be col-ored yellow as a visual aid for drivers.

6.5 Bridge plate designs incorporating ferrous material shall have ferrous materials coated forrust prevention. Where the bridge plate designs incorporate a combination of ferrous and nonfer-rous materials, there shall be an insulating compound applied to the contacting surface beforeassembly of the dissimilar parts.

6.6 The bridge plates must be identified by the manufacturer’s name or code and the month andyear of manufacture.

6.7 Manufacturers of AAR-approved portable bridge plates must notify the AAR semiannually ofthe quantity of bridge plates sold so that failure rates may be established.

7.0 TESTING

7.1 Bridge plates to be tested must be complete in all details before tests are begun.

7.2 Bridge plates will be tested under actual service conditions. This will consist of mounting thebridge plate on the loading ramp used to provide the transfer from ground to TOFC cars in anintermodal terminal where the drive-on/drive-off method of loading highway trailers onto TOFCflatcars is used.

7.3 The terminal chosen must have a sufficient volume to have at least 75 trailers per day passover the test bridge plate for a period of 6 months. If the terminal chosen does not have such a vol-ume, the test time will be lengthened accordingly. It will be the responsibility of the bridge platesupplier to be prepared to certify that the required volume of trailers has passed over the plate.

7.4 Criteria for approval will be that after 6 months of service on one ramp as described above,the bridge plate will not exhibit more than 1/8 in. of permanent negative camber change over theoriginal “as built” camber, nor will there be any evidence of cracking or other structural deteriora-tion outside of normal wear and tear.

7.5 If the bridge plate must be replaced before the required volume of trailers has passed over it,the test on that bridge plate will be considered terminated, and any replacement bridge plate muststart a new test.

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7.6 Installation and removal of the bridge plate will be witnessed by an AAR representative. Dur-ing the test, a bimonthly report on the condition of the bridge plate and an estimated volume oftrailers passing over it will be furnished to the Director, Technical Committees—Freight Car Con-struction, of the AAR for transmittal to the Specially Equipped Freight Car Committee.

8.0 APPROVALAll designs of portable TOFC bridge plates must be approved by the AAR. Drawings showingdetails and application, calculations, and material specifications are to be submitted in 20 copies.Application must be accompanied by description or brochures that describe facilities and manufac-turing processes to include detailed information on quality control procedures. Conditions forapproval will be conditions the manufacturers used on notifying the AAR as of January 1 and July1 of the quantity of bridge plates sold and service reports. A list of approved bridge plates will bepublished by the AAR annually. The application must also include recommended repair proce-dures to include welding requirements.

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M-9852/1/04

BAD ORDER DEVICE FOR IDENTIFICATION OF DEFECTIVE HITCHES

SpecificationM-985

Adopted: 1999; Revised: 2004

1.0 SCOPE

1.1 This specification became effective September 1, 1999.

1.2 This specification applies to devices that identify defective hitches to preclude loading trailerson intermodal freight cars where a trailer hitch has been found to be defective. This specificationincludes the requirements for the bad order device. Requirements to determine if a hitch is defec-tive are not included in this specification.

2.0 DESIGN REQUIREMENTS

2.1 The lock-out device must be designed so that it can be applied to existing hitches on anas-needed basis rather than as a permanent part of the hitch assembly or railcar.

2.2 The design must be universal in that it can be applied to all hitches, including retractable andnonretractable hitches. This requirement is expected to result in the device being applied to thehitch head rather than to the hitch struts.

2.3 The device must identify a hitch incapable of being loaded unless extra effort is used (i.e., atool).

2.4 The device should be designed to be applied by hand without the need for tools.

2.5 The device is to include the words INOPERABLE HITCH DO NOT LOAD in minimum 1-in.letters on both sides and the top of the device or on other committee-approved stencil locations.

2.6 The device must not prevent retractable hitches from being retracted.

2.7 The device must not prevent a container from being loaded over a retracted hitch.

2.8 The device must be AAR approved.

2.9 The device may be designed for reuse.

2.10 The device must work whether the hitch locking mechanism is locked or unlocked.

2.11 The device must perform in service for a minimum of 2 years.

2.12 The device must be serviceable after 2 years of storage.

3.0 APPROVAL PROCESS

3.1 Suppliers of lock-out devices must seek AAR approval by submitting a request in writing tothe AAR, c/o Chief—Technical Standards, Transportation Technology Center, Inc. The submittalmust include 15 sets of all materials that are either greater than 10 pages, in color print (any size),or not of 8 1/2-in. × 11-in.-size paper; and at least one set of materials of less than 10 pages, inblack and white print, using standard 8 1/2-in. × 11-in. paper.

3.2 The submittal will be considered by the AAR Intermodal Car Performance Committee andhandled in accordance with the AAR Manual of Standards and Recommended Practices, Adminis-trative Supplement, Standard S-010, “Field Test Requirements for Materials, Devices, and Prod-ucts Manufactured to AAR Specifications but Having No Previous Service Experience”; andStandard S-060, “Application for Component Approval Procedure.”

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3.3 Application must be accompanied by the service fee specified in Appendix E of the OfficeManual of AAR Interchange Rules.

3.4 Conditional approval shall be granted after AAR review indicating that the device meets therequirements of paragraph 2.0 of this specification. Conditional approval shall be limited to 3,000units.Distribution and service reports that cover any failure of the product shall be submitted to theChief—Technical Standards each 6 months during the conditional approval period.

3.5 Unconditional approval may be granted at the request of the supplier after devices have beenin service for 24 months and if AAR evaluation of the service report indicates the devices in ser-vices have performed satisfactorily.

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RP-8512/1/04

DOUBLE-STACK CONTAINER CARS

Recommended PracticeRP-851


1.0 SCOPE

1.1 This recommended practice for double-stack cars establishes responsibilities and require-ments for guiding the inspection and maintenance of all such equipment used on North Americanrailroads. It also addresses car owner considerations for the design, purchase, operation, andmaintenance of new cars ordered built after January 1, 1994. For the purpose of this recommendedpractice, double-stack cars are to include articulated, stand-alone, and drawbar-connected wellcars capable of handling containers stacked two or more high. All-purpose well cars also are con-sidered within the scope of this recommended practice.

1.2 The prime objective of this recommended practice is to provide a uniform basis for incorporat-ing in new cars and for maintaining in existing cars a long-life car structure that has componentsthat will perform with maximum reliability and safety when utilized under intended service condi-tions. An equally important goal is to provide for industry-wide uniformities and mechanisms thatwill facilitate ease in field inspections, to minimize the frequency of running repairs and non-scheduled maintenance attention, and to promote effective training tools for ensuring the continu-ing understanding and competence of those performing inspection and maintenance functions.

1.3 The minimum criteria contained herein may be exceeded, depending upon the options electedby the individual car owner within the constraints of applicable interchange requirements.

2.0 RESPONSIBILITIES AND REMEDIAL ACTIONS

2.1 Within the boundaries of this recommended practice, and unless otherwise specified herein,the car owner has prime responsibility for ensuring acceptable performance in intended service.The car owner is to prescribe and facilitate uniform compliance through a written specificationcovering the design, inspection and serviceability (maintenance), testing, training, and operationsrequisite for the safe and dependable use of double-stack equipment.

2.2 The car owner is responsible for tracking the actual performance of ownership cars in aspectsof safety and serviceability; and the car owner shall furnish reports to AAR in formatted summa-ries suitable for compilation of industry-wide trend depictions and analyses for the purpose offacilitating performance enhancements. Handling lines and shippers are to report incidences andpersistent problems being encountered.

2.3 Remedial actions in response to confirmed cases of occurrences of deviations from acceptablesafety and serviceability performance limits are enabled under the provisions of Manual of Stan-dards and Recommended Practices, Section C, Part II, Volume 1, Specification M-1001, ChapterXII.

3.0 CRITERIA

3.1 Design

3.1.1 The design of all double-stack equipment shall take into consideration existing require-ments contained in the Manual of Standards and Recommended Practices, Sections C and C-II inparticular. All deviations from the requirements of Specification M-1001, “Specification for theDesign, Fabrication, and Construction of Freight Cars,” must be identified and recorded in carowner and AAR files. Any operating restrictions for such equipment will be listed in the UniversalMachine Language Equipment Roster (UMLER) and the Official Railroad Equipment Register(ORER).

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3.1.2 Cars shall be designed to achieve agreed-upon reliability and availability goals withoutundue field attention, such as excessively frequent lubrication and excessive wear of componentsor wear surfaces. Reliability and availability expectations may be combined and considered as asingle criteria, dependability. Dependability can be defined as the probability of a train beingdelayed more than an agreed-to time interval as a result of car component failure.

3.1.3 Cars also shall be designed to ensure that the operational equipment is accessible for func-tions of maintenance, inspection, servicing, and restoration without degrading the dependabilityexpectation.

3.1.4 As warranted and feasible, car owners (with manufacturers) will seek to design and installon new cars practical safety-related indicators that will aid field inspection personnel in makingobservations to determine if a car can continue in service or if it is in need of maintenance atten-tion.

3.1.5 When new designs deviate significantly from existing designs, the car owner is to documentthe new system and/or revised components prior to their being used in actual construction; and thecar owner is to establish (in writing) pertinent accompanying procedures in accordance with thescope and responsibilities prescribed in the AAR Manual of Standards and Recommended Prac-tices, Section C, Part II, Volume 1, Specification M-1001, Chapter XII, and in this recommendedpractice. Such information is to be submitted to AAR for review and dissemination to involved par-ties.

3.2 Inspection and Planned Maintenance Programs

3.2.1 Within the constrains of governing FRA regulations and AAR standards as of the effectivedate of this recommended practice, the car owner shall originally establish and continually main-tain a current set of written guidelines that describe in working detail the following:

3.2.1.1 Continuing routine inspections in service

3.2.1.2 Repairs and maintenance

3.2.1.3 Periodic inspection and maintenance. Maintenance intervals are to be based on car milesor time in service consistent with the type of double-stack car being considered and the desireddependability.

3.2.1.4 The inspection guidelines are to provide the criteria for determining whether or not a dou-ble-stack car may remain in service. The maintenance guidelines will provide the criteria forrestoring a car to service. As such, the maintenance guidelines will incorporate wear limits thathave margins designed to obviate interruptions in service for unscheduled maintenance.

3.2.1.5 As a minimum, both inspection and maintenance guidelines shall each cover the majorcar components, including braking systems, breakout protection structure, well structure, sidebearings, draft system components, articulated and drawbar connectors, end platforms, trucks,wheels, and roller bearings.

3.2.2 The car owner shall institute continuing programs to determine current serviceability qual-ity levels of cars in fleet ownership. The requirement shall include collection of data derived fromperiodic samplings or annual field surveys of the condition of cars in service. Results will be usedto uncover and document existing needs or opportunities for improving safety margins; for upgrad-ing customer service; and for effecting enhancements in operation and maintenance efficiencies.Summary findings will be forwarded to AAR for compilation and industry-wide evaluations.

3.2.3 The car owner will use data obtained in samplings, surveys, and inspections of car conditionto form the basis for confidently establishing and justifying adjustments in the inspection andplanned maintenance intervals currently prescribed in the car owner’s maintenance program. Theprimary objectives are to ensure that the cars consistently operate safely and to avoid incidences ofdelays due to unscheduled maintenance or repair.

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3.2.4 For start-up purposes, the initial common industry requirement for periodic inspection andplanned maintenance interval is hereby set at 300,000 to 350,000 miles of service or 3 to 4 years inservice.

3.2.5 Periodic inspection and planned maintenance may be performed at either a maintenanceshop or repair track as long as trained personnel and proper equipment are available to performthe work.

3.3 Operational and Performance Criteria

3.3.1 Cars shall be designed and maintained to be capable of efficiently fulfilling customer ser-vice demands as well as safely operating in accordance with all FRA regulations and AAR stan-dards and rules. The various criteria used by car owners and AAR in assessing performance shallbe based on statistically valid benchmark relationships, such as derailments per million ton-milesand/or the mean time between mechanical failures causing interruptions in customer service.

3.3.2 Inspections also must be accomplished as mandated in governing AAR rules and FRA regu-lations. Subsequent corrective repairs and maintenance necessary to restore equipment to suit-ability for service shall be conducted at points designated to perform such work. However,maintenance and repairs to non-safety-related car components may be planned and scheduled bypriorities consistent with customer-oriented needs.

3.4 Training

3.4.1 Car owners are to develop and duly institute effective programs for continuous training ofthose who are operating, inspecting, and maintaining the equipment. Such programs, which maybe common to more than one car owner, are to be registered with AAR to provide a centralizedmeans for avoiding unnecessary duplication/rework and to ensure compatibilities in application togeneral interchange. Training tools and materials in the programs may take various forms, suchas audio/visual presentations tailored to stimulate awareness or to achieve understandings of per-sonnel in focussed areas.

3.4.2 The total curriculum and coverage of training programs will be designed to serve as a for-mal and continuous mechanism for ensuring the overall competency of both existing and new per-sonnel; and a variety of approaches may be utilized to accomplish this objective, includingclassroom and hands-on training.

3.4.3 Car owners shall provide input to enable AAR to serve as a clearing house for collectingindustry-wide data on the nature and extent of training plans and accomplishments. Measures areto be developed and employed by car owners and AAR to reasonably assess overall trends in cover-age and resultant actual levels of awareness, competency, or effectiveness of personnel performinginspection and maintenance functions.

4.0 PERFORMANCE IMPROVEMENT

4.1 Needs

4.1.1 Through continuous monitoring of performance, the AAR Technical Services Working Com-mittee has overall responsibility for assessing mechanical improvement needs and implementa-tions to enhance safety and customer service.

4.1.2 The FRA will review and consider data and recommendations in its assessments of perfor-mance.

4.2 Implementation

4.2.1 Implementing decision will be made in the light of research and testing support that delin-eates those options deemed to be priority candidates for most cost-effective upgrades. Changes instandards, recommended practices, and interchange rules will be processed and adopted in accor-dance with governing AAR rules and procedures.

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INTERMODAL EQUIPMENT CARS


Adopted: 2003

1.0 SCOPE

1.1 This recommended practice for intermodal equipment cars establishes responsibilities andrequirements for guiding the inspection and maintenance of all such equipment used on NorthAmerican railroads. It also addresses car owner considerations for the design, purchase, operation,and maintenance of new cars ordered built after January 1, 2002. For the purpose of this recom-mended practice, intermodal equipment cars are to include articulated, stand-alone, and drawbar-connected intermodal cars capable of handling highway trailer(s) and/or containers stacked onehigh only. All-purpose intermodal equipment cars also are considered within the scope of this rec-ommended practice. Double-stack well cars of any type are not considered within the scope of thisrecommended practice, but are included within the scope of Recommended Practice RP-851. Rail-compatible vehicles of any type are not considered within the scope of this recommended practice,but are included within the scope of Recommended Practice RP-851.

1.2 The prime objective of this recommended practice is to provide a uniform basis for incorporat-ing in new cars, and maintaining in existing cars, a long-life car structure having components thatwill perform with maximum reliability and safety when utilized under intended service conditions.An equally important goal is to provide for industry-wide uniformities and mechanisms that willfacilitate ease in field inspections, minimize the frequency of running repairs and non-scheduledmaintenance attention, and promote effective training tools for ensuring the continuing under-standing and competence of those performing inspection and maintenance functions.

1.3 The minimum criteria contained herein may be exceeded, depending upon the options electedby the individual car owner within the constraints of applicable interchange requirements.

2.0 RESPONSIBILITIES AND REMEDIAL ACTIONS

2.1 Within the boundaries of this recommended practice and unless otherwise specified herein,the car owner has prime responsibility for ensuring acceptable performance in intended service.The car owner is to prescribe and facilitate uniform compliance through a written specificationcovering the design, inspection and serviceability (maintenance), testing, training, and operationsrequisite for the safe and dependable use of intermodal equipment cars.

2.2 The car owner is responsible for tracking the actual performance of ownership cars in aspectsof safety and serviceability; and the car owner shall furnish reports to AAR in formatted summa-ries suitable for compilation of industry-wide trend depictions and analyses for the purpose offacilitating performance enhancements. Handling lines and shippers are to report incidences andpersistent problems being encountered.

2.3 Remedial actions in response to confirmed cases of occurrences of deviations from acceptablesafety and serviceability performance limits are enabled under the provisions of the appropriatechapter of the AAR Manual of Standards and Recommended Practices, Section C-II, Volume 1,Specification M-1001.

3.0 CRITERIA

3.1 Design

3.1.1 All intermodal equipment shall be designed taking into consideration existing require-ments contained in the AAR Manual of Standards and Recommended Practices, Sections C andC-II in particular. All deviations from the requirements of MSRP Specification M-1001, “Specifica-tion for the Design, Fabrication, and Construction of Freight Cars,” must be identified and

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recorded in car owner and AAR files. Any operating restrictions for such equipment will be listedin UMLER and the ORER.

3.1.2 Cars shall be designed to achieve agreed-upon reliability and availability goals withoutundue field attention, such as excessively frequent lubrication and excessive wear of componentsor wear surfaces. Reliability and availability expectations may be combined and considered as asingle criteria—dependability. Dependability can be defined as the probability of a train beingdelayed due to car component failure.

3.1.3 Cars shall also be designed to ensure that the operational equipment is accessible for func-tions of maintenance, inspection, servicing, and restoration without degrading the dependabilityexpectation.

3.1.4 As warranted and feasible, car owners (with manufacturers) will seek to design and installon new cars practical safety-related indicators that will aid field inspection personnel in makingobservations to determine if a car can continue in service or if it is in need of maintenance atten-tion.

3.1.5 Prior to being used in actual construction, where new designs deviate significantly fromexisting designs, the car owner is to document the new system and/or revised components; and thecar owner is to establish (in writing) pertinent accompanying procedures in accordance with thescope and responsibilities prescribed in MSRP Specification M-1001 and this recommended prac-tice. Such information is to be submitted to AAR Technical Services Department for review anddissemination to involved parties.

3.2 Inspection and Planned Maintenance Programs

3.2.1 Within the constrains of governing FRA regulations and AAR standards as of the effectivedate of this recommended practice, the car owner shall originally establish and continually main-tain a current set of written guidelines that shall describe in working detail the following:

3.2.1.1 Continuing routine inspections in service

3.2.1.2 Repairs and maintenance

3.2.1.3 Periodic inspection and maintenance. Maintenance intervals are to be based on car milesor time in service consistent with the type of intermodal equipment car being considered and thedesired dependability.

3.2.1.4 The inspection guidelines are to provide the criteria for determining whether an inter-modal equipment car may remain in service. The maintenance guidelines will provide the criteriafor restoring a car to service. As such, the maintenance guidelines will incorporate “wear” limitsthat have margins designed to obviate interruptions in service for unscheduled maintenance.

3.2.1.5 As a minimum, both inspection and maintenance guidelines shall each cover the majorcar components, including braking systems, trailer and/or container securement, tire platforms,car structure, side bearings, draft system components, articulated and/or drawbar connectors, endplatforms, trucks, wheels, and roller bearings.

3.2.2 The car owner shall institute continuing programs to determine current serviceability qual-ity levels of cars in fleet ownership. The requirement shall include collection of data derived fromperiodic samplings or annual field surveys of the condition of cars in service. Results will be usedto uncover and document existing needs or opportunities for improving safety margins, for upgrad-ing customer service, and for effecting enhancements in operation and maintenance efficiencies.Summary findings will be forwarded to AAR for compilation and industry-wide evaluations.

3.2.3 The car owner will use data obtained in samplings, surveys, and inspections of car conditionto form the basis for confidently establishing and justifying adjustments in the inspection andplanned maintenance intervals currently prescribed in the car owner’s maintenance program. The

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primary objectives are to ensure that the cars consistently operate safely and avoid incidences ofdelays due to unscheduled maintenance or repair.Periodic inspection and planned maintenance may be performed at either a maintenance shop orrepair track as long as trained personnel and proper equipment are available to perform the work.

3.3 Operational and Performance Criteria

3.3.1 Cars shall be designed and maintained to be capable of efficiently fulfilling customer ser-vice demands as well as safely operating in accordance with all FRA regulations and AAR stan-dards/rules. The various criteria used by car owners and AAR in assessing performance shall bebased on statistically valid benchmark relationships, such as derailments per million ton-milesand/or the mean time between mechanical failures causing interruptions in customer service.

3.3.2 Inspections must also be accomplished as mandated in governing AAR rules and FRA regu-lations. Subsequent corrective repairs and maintenance necessary to restore equipment to suit-ability for service shall be conducted at points designated to perform such work. However,maintenance and repairs to non-safety-related car components may be planned and scheduled bypriorities consistent with customer-oriented needs.

3.4 Training

3.4.1 Car owners are to develop and duly institute effective programs for continuous training ofthose who are operating, inspecting, and maintaining the equipment. Such programs, which maybe common to more than one car owner, are to be registered with AAR to provide a centralizedmeans for avoiding unnecessary duplication/rework and to ensure compatibilities in application togeneral interchange. Training tools and materials in the programs may take various forms such asaudio/visual presentations tailored to stimulate awareness or to achieve understandings of person-nel in focused areas.

3.4.2 The total curriculum and coverage of training programs will be designed to serve as a for-mal and continuous mechanism for ensuring the overall competency of both existing and new per-sonnel; and a variety of approaches may be utilized to accomplish this objective, includingclassroom and hands-on training.

3.4.3 Car owners shall provide input to enable AAR to serve as a “clearing house” for collectingindustry-wide data on the nature and extent of training plans and accomplishments. Measures areto be developed and employed by car owners and AAR to reasonably assess overall trends in cover-age and resultant “actual” levels of awareness, competency, or effectiveness of personnel perform-ing inspection and maintenance functions.

4.0 PERFORMANCE IMPROVEMENT

4.1 Needs

4.1.1 Through continuous monitoring of performance, the AAR Technical Services Working Com-mittee has overall responsibility in assessment of mechanical improvement needs and implemen-tations to enhance safety and customer service.

4.1.2 In assessments of performance, data and recommendations from FRA will be reviewed andconsidered.

4.2 ImplementationResearch and test results will be used to support the prioritization of the most cost-effectiveupgrade options. Changes in standards, recommended practices, and interchange rules will be pro-cessed and adopted in accordance with governing AAR rules and procedures.

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CAR OWNER’S MANUAL FOR THE INSPECTION AND MAINTENANCE OF DOUBLE-STACK CONTAINER CARS



1.0 INTRODUCTION

1.1 This recommended practice contains information on the inspection and repair of double-stackcars in compliance with the AAR Manual of Standards and Recommended Practices, Section C,Recommended Practice RP-260.

1.2 A separate Intermodal Car Loading Capabilities Guide contains information concerning thetypes of containers that can be loaded on double-stack cars as well as the type of containers andtrailers that can be loaded on all-purpose double-stack cars and all-purpose spine cars. This publi-cation is available from the AAR and changes frequently as new cars are added to the nationalfleet.

1.3 The purpose of this recommended practice is to provide guidelines for the inspection andmaintenance of all single-unit, multi-unit drawbar-connected, and multi-unit articulated double-stack container cars. The inspection guidelines provide recommendations for use when determin-ing if a car can continue in service or if it is in need of maintenance attention. The maintenanceguidelines include recommendations for the repair and restoration of all double-stack cars andcomponents so that a car can be returned into service. Paragraph 2.0, “Inspection Guidelines,” is tobe used to determine if a double-stack car is to remain in service. It is intended that these guide-lines be used when cars are inspected at intermodal ramps. Paragraph 3.0, “Maintenance Guide-lines,” is to be used to restore cars to serviceable condition when found to be out of compliance withthe inspection guidelines given in paragraph 2.0. Paragraph 4.0, “Periodic Inspection and Mainte-nance,” is to be used to keep cars in serviceable condition according to the inspection criteria givenin paragraph 2.0.

1.4 These guidelines are not to supersede current AAR interchange rules or FRA regulations.AAR interchange rules and FRA regulations are governing, and all double-stack container carsmust be in compliance. The purpose of the stated guidelines is to supplement existing require-ments and to detail procedures for unique components applied to double-stack container cars.

2.0 INSPECTION GUIDELINES

2.1 These inspection guidelines are to be used to determine if a double-stack car is to remain inservice. These guidelines should not be confused with the maintenance guidelines given inparagraph 3.0.

2.2 Brake System

2.2.1 Leakage

2.2.1.1 Articulated Double-Stack Cars

2.2.1.1.1 Articulated double-stack cars are to be inspected for audible air brake system leakage.Five-unit double-stack cars typically have three independent air brake systems, each including acontrol valve and reservoir. Control valves on five-unit cars are typically found on each end unitand the center unit. Three-unit double-stack cars typically have two independent air brake sys-tems, each including a control valve and reservoir. Control valves are typically found on the cou-pler end of the B unit and the articulated end of the A unit of a three-unit car. Each control valvecontrols the brakes on the two trucks that support the unit on which that control valve is mounted.

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2.2.1.1.2 Each air brake system is separated by an end hose pair located along the sides of (postsided cars) or at the ends of (smooth sided cars) the units. These end hose pairs are provided fortest purposes only and should remain coupled when the car is in service.

2.2.1.2 Single-Unit and Multi-Unit Drawbar-Connected Double-Stack Cars

2.2.1.2.1 Single-unit and multi-unit drawbar-connected double-stack cars are to be inspected forair brake system leakage. These types of cars typically have independent air brake systems foreach unit, each including a control valve and reservoir controlling the brakes on the trucks sup-porting each unit.

2.2.1.2.2 Each air brake system is separated by an end hose pair located at the ends of the units.These end hose pairs are provided for test purposes only and should remain coupled when the caris in service.

2.2.2 Piston Travel

2.2.2.1 Articulated Double-Stack Cars

2.2.2.1.1 Articulated double-stack cars are equipped with several types of truck-mounted brakesystems. The Ellcon-National system is identified by the brake cylinder mounted off the truck bol-ster on two angles. The Davis/Thrall/Triax system is identified by the brake cylinder mountingdirectly to the bolster. The WABCO TMX system is identified by the brake cylinder being part ofthe brake beam assembly. The allowable piston travel for each of these systems is as follows:

Piston travel found outside these parameters should be adjusted per paragraph 3.2.3.

2.2.2.1.2 The dimensions in the above table are to be actual travel values, not simply the totalmeasurement from some reference surface such as the face of the bolster. An understanding of thecondition of the air brake cylinder pressure will be helpful when making piston travel measure-ments or when troubleshooting brake system problems. The higher brake cylinder pressure that isexpected from an emergency or heavier service application would be expected to result in longerpiston travel measurements as a result of such things as the greater elastic deflection of the brakerigging. The values in the above table are based on a nominal 20-psi reduction leading to a brakecylinder pressure of 50 psi when the empty/load valve is in the loaded position.Note: The use of a pry bar to force brake shoes away from the wheel is not a reliable test of brakesystem effectiveness.

2.2.2.2 Single-Unit and Multi-Unit Drawbar-Connected Double-Stack Cars

2.2.2.2.1 Single-unit and multi-unit drawbar-connected double-stack cars are equipped with sev-eral types of truck-mounted brake systems.

• The Ellcon-National system is identified by the brake cylinder mounted off the truck bol-ster on two angles.

• The Davis/Thrall/Triax system is identified by the brake cylinder mounting directly to the bolster.

Table 2.1 Allowable piston travel for articulated double-stack carsSystem Initial Terminal Intermediate Terminal

Ellcon-National 2 1/4 in. min.4 in. max.

3 3/4 in. max.Davis/Thrall/Triax 2 3/4 in. min.

4 1/2 in. max.4 1/4 in. max.

WABCO TMX 1 1/2 in. min. 3 1/4 in. max.3 in. max. 3 1/4 in. max.

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• The WABCO TMX system is identified by the brake cylinder being part of the brake beam assembly.

• The WABCO UBX system is identified by the brake cylinder or rubber actuator being mounted on the brake beam.

• The TTX truck-mounted brake system is identified by rubber air actuators mounted on the truck bolster.

• The WABCOPAC II system is identified by the brake cylinder being part of the brake beam assembly.

The allowable piston travel for each of these systems is as follows:

2.2.2.2.2 The dimensions in Table 2.2 are to be actual travel values, not simply the total measure-ment from some reference surface such as the face of the bolster. An understanding of the condi-tion of the air brake cylinder pressure will be helpful when making piston travel measurements orwhen troubleshooting brake system problems. The higher brake cylinder pressure that is expectedfrom an emergency or heavier service application would be expected to result in longer pistontravel measurements as a result of such things as the greater elastic deflection of the brake rig-ging. The values in the above table are based on a nominal 20-psi reduction leading to a brake cyl-inder pressure of 50 psi when the empty/load valve is in the loaded position.Note: The use of a pry bar to force brake shoes away from the wheel is not a reliable test of brakesystem effectiveness.

2.2.3 Slack AdjusterThe slack adjusters should be checked for bent, broken, or missing parts. Sleeve and jam nutsshould be in contact with each other and orientated in accordance with Fig. 2.1 and Fig. 2.2.

Table 2.2 Allowable piston travel for single-unit and multi-unit drawbar-connected double-stack cars

System Initial Terminal Intermediate Terminal

Ellcon-National 2 1/4 in. min.4 in. max.

3 3/4 in. max.Davis/Thrall/Triax 2 3/4 in. min.

4 1/2 in. max.4 1/4 in. max.

WABCO TMX 1 1/2 in. min.3 1/4 in. max.

3 in. max.TTX TMB 7 1/2 in. min.

10 1/4 in. max.10 in. max.

WABCOPAC II 1 1/2 in. min.3 1/4 in. max.

3 in. max.

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Fig. 2.1 Orientation for Ellcon-National, Thrall-Davis, and Wabco TMX TMB systems

Fig. 2.2 Orientation for TTX TMB system only2.2.4 Brake ShoesBrake shoes are to be inspected and replaced according to the Field Manual of the AAR Inter-change Rules, Rule 12, or to more restrictive criteria established by agreement between car ownerand railroads.

2.2.5 Hand BrakesThe hand brakes on double-stack cars are to be inspected according to the requirements of theField Manual of the AAR Interchange Rules, Rule 13. Attention should be given to ensure thatlevers, sheave wheels, chains, rods, and hand brake power units are properly connected and notbinding.

Following are some typical hand brake arrangements:

Five-unit articulated double-stack cars: . . . . . two hand brakes, one on each end unit Three-unit articulated double-stack cars:. . . . . one hand brake on B unit Single-unit double-stack cars: . . . . . . . . . . . . . one hand brake on B unitMulti-unit drawbar double-stack cars: . . . . . . . one hand brake per unit

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2.2.6 Other Brake System ComponentsOther applicable Field Manual of the AAR Interchange Rules are listed below:

2.2.7 Empty-Load ValvesOn cars equipped with empty-load valves, inspect for broken or missing parts.

2.3 Car Structure

2.3.1 Breakout Protection Structure

2.3.1.1 Most double-stack container cars are equipped with longitudinal stringers or cross-brac-ing (x-bracing) supports referred to as container breakout protection. The purpose of the breakoutprotection structure is to prevent loads in containers from falling through the floors of containersand reaching the rail.

2.3.1.2 Some breakout protection structure also performs a structural function as a part of thewell car itself. At initial terminals, double-stack container cars are to be inspected for bent, bro-ken, or missing breakout protection members. Repairs are to be made if any of these problems arefound. Some longitudinal stringers are made from flat plate and may exhibit a wavy surface. Thisdoes not constitute a bent condition and need not be repaired.

2.3.1.3 On certain car types, it is permissible, at intermediate terminals, to remove one section ofthe breakout protection structure if it becomes defective en route and is found bent or broken andit cannot be properly repaired. However, no two adjacent members may be removed. Removal ofbreakout protection members is allowed only with the intent of preventing a problem until thedouble-stack car reaches its destination.

2.3.1.4 It is important to note that this guideline applies only to those breakout protection mem-bers that do not perform a structural function. These are identified in Table 2.3 by car type andbuilder.

2.3.1.5 As the double-stack car is loaded, the floor of the containers should be checked to makesure there is no damage that could lead to an en route problem.

Air brake inspection . . . . . . . . . . . . . . . . . . . . . Rule 3Air brakes and parts . . . . . . . . . . . . . . . . . . . . . Rule 4Air hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rule 5Brake beams . . . . . . . . . . . . . . . . . . . . . . . . . . Rule 6Brake pins and cotters . . . . . . . . . . . . . . . . . . . Rule 9Brake levers, guides, and rods . . . . . . . . . . . . Rule 11

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Table 2.3 Breakout protection identification tableCar Type/Capacity Builder Longitudinal

MembersLateral

MembersCross-Bracing or

X-Bracing Trailer Floor

100-ton articulated COFC only

Gunderson If present—Nonstructural; can be removed per

guidelines

Nonstructural; can be removed per

guidelines


guidelines

None

National Steel Car No cars built No cars built No cars built No cars builtThrall Nonstructural; can

be removed per guidelines

Structural; do not remove


None

Trinity Nonstructural; can be removed per

guidelines


None None

125-ton articulated COFC only

Gunderson If present—Nonstructural; can be removed per

guidelines


guidelines


guidelines

None

National Steel Car None Structural; do not remove


None

Thrall Structural; do not remove



None

Trinity (48-ft wells) Nonstructural; can be removed per

guidelines


None None

Trinity (53-ft wells) None Structural; do not remove


None

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2.3.2 Well Structure

2.3.2.1 Sides

2.3.2.1.1 Inspect side sheets and attachment welds for cracks. Cracks less than 2 in. long do notrequire repair. Loaded cars with side cracks between 2 in. and 6 in. long may be moved to the finaldestination before repairing, which is to be completed before releasing the car into service.

2.3.2.1.2 Sides are to be inspected for bowing or bending. Cars with sides bowed or bent in, out, ordown more than 1 in. should be removed from service. Positive camber in the sides is a commonpart of the design and is not a cause for concern. Cars with sides that are buckled or have abruptbends or kinks are to be removed from service and repaired.

2.3.2.1.3 Cars with top chords or bottom side sills of the well structure with cracks in excess of1 in. long should be removed from service. Cars with dents in the flat surface of the top chord inexcess of 3/4 in., or dents in the corner radius in excess of 3/8 in., should also be removed from ser-vice and repaired.

2.3.2.2 Container SupportsThe guidelines given in this section apply to container supports of both the cast- and formed-steeltypes. The container support structure is that portion in the bottom of the well where the con-tainer rests when placed in the well. No cracks are allowed in the casting or formed-steel plate.

125-ton articulated all-purpose

Gunderson None None None Structural; do not remove

National Steel Car Cars converted to Container Only

Service; see above

Cars converted to Container Only

Service; see above


Service; see above


Service; see above

Thrall No cars built No cars built No cars built No cars builtTrinity No cars built No cars built No cars built No cars built

Stand-alone and drawbar-connected COFC only

Gunderson None Nonstructural; can be removed per

guidelines


guidelines

None

National Steel Car Nonstructural; can be removed per

guidelines



None



None None

Trinity Structural; do not remove



None

All-purpose stand-alone anddrawbar-connected

Gunderson None None None Structural; do not remove

National Steel Car None Structural; do not remove





None Structural; do not remove

Trinity Structural; do not remove


None Structural; do not remove

Table 2.3 Breakout protection identification tableCar Type/Capacity Builder Longitudinal

MembersLateral

MembersCross-Bracing or

X-Bracing Trailer Floor

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2.3.2.3 Flippers—Bulkhead CarsFlipper operating mechanisms are to be inspected for loose or broken parts that are not restrainedfrom moving outside the clearance profile. Maintenance and repair instructions are given inparagraph 3.4.3.

2.3.2.4 Ends—All CarsInspect the end sheets and attachment welds for cracks. Cracks less than 2 in. long do not requirerepair. Inspect the welded stub sill web attachments to the bottom of the shear plate, end sheet,and other related members for cracks. No cracks are allowed in this area.

2.3.2.5 Inside of WellsThe inside of the wells is to be inspected for debris, such as IBCs and brake shoes. Any debrisfound inside the wells is to be removed. Any debris inside the well has the potential to cause struc-tural damage if containers are loaded over the debris.

2.4 Side BearingsIn measuring side bearings, the sum-of-the-pair procedure in measuring should be used.

2.4.1 Articulated Double-Stack Container Cars

2.4.1.1 The ranges should be as follows:

2.4.1.2 The above measurements refer to empty cars. For loaded cars, use 1/8 in. less (i.e.,9 3/4 in. to 10 3/8 in. for standard travel and 9 3/4 in. to 11 in. for long travel side bearings). How-ever, no one side bearing measurement should be less than 4 7/8 in. for loaded or empty cars whenmeasured on reasonably level track. If measurements fall outside of these ranges, side bearing set-up heights should be adjusted according to the dimensions given in paragraph 4.4. To obtain thebest results, a car should be empty and on relatively level track when having its side bearingheight adjusted.

2.4.1.3 Side bearings come in various models.

2.4.2 Single-Unit and Multi-Unit Drawbar-Connected CarsThe ranges should be as follows:

However, no one side bearing measurement should be less than 4 7/8 in. for loaded or empty carswhen measured on reasonably level track. If measurements fall outside of this range, side bearingset-up heights should be adjusted according to the dimensions given in paragraph 4.4. To obtainthe best results, a car should be empty and on relatively level track when having its side bearingheight adjusted.

2.4.3 Summary Chart—Inspection Guidelines for Cars In Service

Standard travel side bearings . . . . . . . . . 9 7/8 in. to 10 1/2 in.Long travel side bearings . . . . . . . . . . . . 9 7/8 in. to 11 l/8 in.

9 7/8 in. to 10 1/2 in.

Table 2.4 Inspection guidelines for cars in serviceEmptya/

a/ No one side bearing measurement should be less than 4 7/8 in. for loaded or empty cars when measured on reasonably level track.

Loadeda/

Car Type Standard Travel CCSB Long Travel CCSB Standard Travel CCSB Long Travel CCSBArticulated DS cars 9 7/8 in. to 10 1/2 in. 9 7/8 in. to 11 l/8 in. 9 3/4 in. to 10 3/8 in. 9 3/4 in. to 11 in. Single-unit and multi-unit drawbar DS cars

9 7/8 in. to 10 1/2 in. 9 7/8 in. to 10 1/2 in. 9 3/4 in. to 10 3/8 in. 9 3/4 in. to 10 3/8 in.

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2.4.4 Side Bearing Components

2.4.4.1 If any metallic side bearing components are cracked, broken, deformed, or missing,replace the defective side bearing component in kind.

2.4.4.2 If any non-metallic side bearing components are deformed or melted, replace the defectiveside bearing component in kind. Do not lubricate replacement side bearing components.

2.5 Connectors

2.5.1 Articulated ConnectorArticulated connectors are to be inspected for any of the following conditions that would render acar unacceptable for continued service:

2.5.1.1 For All Articulated Connectors• Cracks in welds of connector to car structure exceeding 2 in. long. Cracks in weld of hood to

top of connector are not cause for removing the car from service.• Visual cracks in connector casting• Total longitudinal clearance between center plate and bowl exceeding 1 in.

2.5.1.2 For ASF and National Castings Articulated Connectors• Tipped, broken, improperly seated vertical primary/pivot pin• Bent retaining pin no longer engaging primary pin• Broken or missing retaining pin• Retaining pin cotter missing• Lubrication—see paragraph 4.5.1.2

2.5.1.3 For ASF Articulated Connectors Only• Dimension between the nose of the female portion of the connector and the vertical face of

the shelf on top of the male connector is less than 2 1/4 in. or more than 3 5/8 in. This con-dition indicates parts are missing.

2.5.1.4 For Cardwell Westinghouse Articulated Connectors (SAC-1) Only (Identified byBall and Socket Type Design)

• Wedge retaining bolts or nuts loose or missing• No gap existing below locking wedge• Do not lubricate• Inspect races for gauling, spauling, or missing

2.5.2 Drawbar ConnectorsDrawbar connectors are to be inspected for any of the following conditions that would render a carunacceptable for continued service:

2.5.2.1 For All Drawbar Connectors• Visual cracks in drawbar connector casting• Drawbars that are bent

2.5.2.2 For Keystone/TTX Mini-Gear Slackless Drawbar Connectors• Inspect to ensure that the gravity drop wedge is raised up off of the bottom yoke strap.• Inspect to ensure that the arrangement is tight within the draft gear stops.

If at an intermediate terminal the wedge is found to be in the down position against the bottomyoke strap, the car can continue to its final destination provided that the arrangement is tightwithin the draft gear stops and that the filler block, wedge, shim, mini-gear, Y-46 follower, Y-45yoke, and Y-47 pin are not cracked or broken.

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2.5.2.3 For ASF Horizontal Key Drawbar Connector• Missing or broken draft key and draft key retainers• Cracked drawbar components when viewed from striker face• Cracked draft key slot• Missing pocket casting support

2.5.2.4 For ASF Vertical Pin Drawbar Connector• Missing or broken primary pin• Cracked drawbar components when viewed from striker face• Missing primary pin support• Missing pocket casting support

2.5.2.5 For Cardwell Westinghouse Drawbar Connectors (SAC-1) Only (Identified by Ball and Socket Type Design)

• Wedge retaining bolts or nuts loose or missing• No gap existing below locking wedge• Do not lubricate• Inspect races for gauling , spauling, or missing

2.6 Draft GearsDraft gears having cracked, bent, loose, or missing components. Caution should be used becausedefective gears can be under load.

2.7 Crossover and Access PlatformsCrossover and access platforms are to be inspected for cracked, bent, loose, or missing sections.Refer to the Field Manual of the AAR Interchange Rules, Rule 53.

2.8 WheelsWheels are to be inspected and replaced according to the Field Manual of the AAR InterchangeRules, Rule 41, or to more restrictive criteria established by agreement.

2.9 Journal Roller BearingsBearings are to be inspected and replaced according to the Field Manual of the AAR InterchangeRules, Rule 36, or to more restrictive criteria established by agreement.

2.10 Roller Bearing AdaptersAdapters are to be inspected and replaced according to the Field Manual of the AAR InterchangeRules, Rule 37, or to more restrictive criteria established by agreement.

2.11 Trucks

2.11.1 Trucks are to be inspected and repaired according to the Field Manual of the AAR Inter-change Rules, Rules 47 and 48, or to more restrictive criteria established by agreement.

2.11.2 Inspect the friction shoes visually on all trucks.. Special attention should be made to the70-ton end trucks on articulated equipment.

2.11.2.1 If a friction shoe is worn beyond the cast or molded wear indicator, or is cracked, broken,or deformed, it should be replaced per paragraph 4.2.2.

2.11.2.2 If the friction shoe non-metallic portion is deformed, melted, cracked, broken, ordeformed, it should be replaced per paragraph 4.2.2. Note: If the friction shoes fail any of the inspections above, the side bearings on the same truckmust be carefully inspected and receive maintenance attention if necessary. It is important that

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side bearings not be lubricated. Trucks that exhibit friction shoe distress frequently also exhibitside bearing system distress.

2.11.3 Visually inspect the column, pedestal roof, brake beam wear guides, and slope pocket wearplates.

2.11.3.1 If a wear plate is missing, replace the missing wear plate or component. If the wear plateis missing, there normally will be extensive wear on the underlying surfaces.

2.11.3.2 If the pedestal roof wear liner is cracked or broken, replace the roof liner.

2.11.3.3 If the column wear plate is cracked but does not have any portion missing, the truck maynot need to be disassembled.

2.11.3.4 If a wear plate has two cracked welds and all other retention devices are secure, thetruck may not need to be disassembled.

2.12 HitchesHitches are to be inspected and repaired according to the Field Manual of the AAR InterchangeRules, Rule 65, or to more restrictive criteria established by agreement.

3.0 MAINTENANCE GUIDELINESFor maintenance to any nonstandard or prototype component, the car owner should be contacted.

3.1 These maintenance guidelines are to be used to restore cars to serviceable condition whenfound to be out of compliance with the inspection guidelines given in paragraph 2.0. In some cases,corrections of conditions given in paragraph 2.0 do not require specific maintenance guidelines inthis section.

3.2 Brake Systems

3.2.1 General

3.2.1.1 If a car is moved to a shop or a repair track for any reason, the brake systems mustreceive attention according to the Field Manual of the AAR Interchange Rules, Rules 3 and 4.

3.2.1.2 For cars equipped with a single-sided pipe bracket, the cutout cock handle should bepainted orange to distinguish it from the release rod handle, which is painted white.

3.2.2 LeakageLeaks in the air brake system are to be repaired such that the car complies with AAR leakage cri-teria.

3.2.3 Piston TravelWhenever piston travel is found to be outside the ranges given in paragraph 2.2.2, it should beascertained that the travel was measured at the correct cylinder pressure of approximately 50 psi.If the piston travel was measured under the proper condition and is found to be outside the rangeunder the columns entitled “Initial Terminal” of Tables 2.1 and 2.2, piston travel must be adjustedas shown below:

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3.2.3.1 Articulated Double-Stack Container Cars

When setting piston travel, condition the empty-load equipment for a loaded brake setting byinstalling a spacer under the sensor arm before setting the brake with a 20-psi brake pipe pressurereduction to obtain the correct cylinder pressure.

3.2.3.2 Single-Unit and Multi-Unit Drawbar-Connected Double-Stack Container Cars

When setting piston travel, condition the empty-load equipment for a loaded brake setting byinstalling a spacer under the sensor arm before setting the brake with a 20-psi brake pipe pressurereduction to obtain the correct cylinder pressure.

3.2.4 Slack AdjusterIf slack adjuster external parts are found to be bent, broken, or missing, they are to be repaired orreplaced or the entire slack adjuster is to be replaced with the same or equivalent slack adjuster.All newly applied slack adjusters must be tested according to the AAR Manual of Standards andRecommended Practices, Section E, Standard S-486, latest revision, prior to the car being returnedto service.

3.2.5 Empty Load Valves

3.2.5.1 Empty-load valves found to be defective or to have broken or missing parts are to bereplaced with the same or equivalent type valve. Proper adjustment of the empty-load equipmentcan be made only on empty cars that are located on reasonably level track. The car must becharged so that the sensor valve adjustment can be correctly set. For setting empty load valves,use an adjustment block or thickness as stenciled on the car or as specified by the original valvemanufacturer or car owner. All empty load equipment should be tested following the original man-ufacturer’s or car owner’s direction as stated in MSRP Standard S-486, latest revision. Any workto be performed on the articulated connector, center plates, side bearings, or trucks should be com-pleted before attempting to set the empty-load sensor valve.

3.2.5.2 If new elastomeric elements are to be installed in the side bearings, adjustments to theempty/load sensor valve should be made before the new elastomeric elements are installed.

3.2.6 Hand BrakesOn cars equipped with two or more hand brakes, the hand brakes are to be painted orange as anindication that all hand brakes on such cars should be checked for a proper release when one of thehand brakes on the cars is released with the intention to move the car.

3.3 Breakout ProtectionThe breakout protection on all cars is to be repaired in kind.

System Piston Travel Reset RangeEllcon-National 2 3/4 in.+ 1/4 in.Davis/Thrall/Triax 3 1/4 in.+ 1/4 in.WABCO TMX 2 in.+ 1/4 in.

System Piston Travel Reset RangeEllcon-National 2 3/4 in.+ 1/4 in.Davis/Thrall/Triax 3 1/4 in.+ 1/4 in.WABCO TMX 2 in.+ 1/4 in.TTX TMB

Unkown Load 8 1/2 in.+ 1/8 in. Empty Car 9 1/4 in.+ 1/8 in.

WABCOPAC II 2 in.+ 1/4 in.

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3.4 Well Structure

3.4.1 Sides—All Cars

3.4.1.1 Cracks in side sheets 6 in. long or less must be veed out, welded from both sides, andground smooth. If cracks are greater than 6 in. long, contact the car owner for instructions.

3.4.1.2 Cars with sides bowed in, out, or down in excess of 1 in. from end to end of the well mustbe straightened. For cars with sides that are buckled or have abrupt bends or kinks, contact thecar owner for instruction.

3.4.1.3 Cars with cracks in the top chords or bottom side sill members in excess of 1 in. must berepaired. Cars with dents in the flat surface of top chords in excess of 3/4 in. deep or in the cornerradius in excess of 3/8 in. deep must be repaired. Contact the car owner for instructions.

3.4.2 Container Supports—Formed or Cast SteelCracks in the container supports or areas of the body where the containers are supported are to beveed out and rewelded from both sides. These repairs must be performed where the car can beproperly positioned for welding.

3.4.3 Flippers—Bulkhead Cars

3.4.3.1 Bent pipes that restrict the operation of the flippers are to be straightened or replaced ifnecessary.

3.4.3.2 Corroded U joints are to be lubricated or replaced if broken.

3.4.4 Ends—All Cars

3.4.4.1 Cracks in end sheets or attachment welds 6 in. long or less are to be veed out, welded, andground smooth. For cars with cracks in excess of 6 in. long, contact the car owner for instructions.

3.4.4.2 Cars with any cracks in the welds of the stub sill attachment to the bottom of the shearplate must be repaired.

3.5 Side BearingsIf unacceptable height measurement is obtained at any side bearing location and the car is empty,the car must be positioned on reasonably level track for accurate measurement.

3.5.1 Articulated Double-Stack Container Cars

3.5.2 Single-Unit and Multi-Unit Drawbar-Connected Cars

End Trucks and Female Side of Articulated ConnectorsStandard side bearings 5 1/16 in. + 1/16 in. (or as stenciled on car)Long travel side bearings 5 1/16 in. + 1/16 in.N/A (or as stenciled on car)

Male Side of Articulated ConnectorsStandard side bearings 5 3/16 in. + 1/16 in. (or as stenciled on car)Long travel side bearings 5 7/16 in. + 1/16 in. (or as stenciled on car)

All Side Bearings at All LocationsStandard side bearings 5 1/16 in. + 1/16 in.

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3.5.3 Summary Chart—Maintenance Guidelines

3.5.4 When side bearing components are replaced for cause, verify the side bearing setup heightsas outlined in paragraphs 3.5.1 and 3.5.2. Do not lubricate side bearings in service or when replacing components.

3.6 Connectors

3.6.1 Articulated Connectors

3.6.1.1 Tipped or broken vertical primary/pivot pins must be replaced. Improperly seated verticalprimary/pivot pins are to be properly reinstalled.Bent, missing, or broken retaining pins must be replaced.

Loose or missing wedge retaining bolts on Cardwell Westinghouse connectors must be tightened orreplaced. Any missing or damaged SAC-1 connector race liner must be replaced.

3.6.1.2 When jacking either a three- or five-unit articulated double-stack container car at thearticulated connector without the disassembly of the connector, excessive jacking must be avoided.This type of jacking would usually be done when performing wheel or truck maintenance. It shouldbe emphasized that connector joints must be raised by lifting at the female side only or at both sidesat the same time. DO NOT lift at male sides alone.

3.6.1.3 Table 3.2 provides the maximum allowable total vertical lifting heights for articulatedconnectors. Heights in this table are the actual rise of the carbody above the truck. The height isthe space that exists from the underside of the female articulated connector center plate to thehorizontal surface of the truck bolster bowl after the car has been jacked upward. Care should betaken to measure this rise in a safe manner such as at the side of the car from a fixed surface (e.g.,the ground) to a point on the car structure.

3.6.1.3.1 When jacking a connector with wells of two different lengths on either side of the con-nector, jack to the height of the shorter well limit. For example, if a car is being jacked at a connec-tor with a 40-ft well on one side and a 48-ft well on the other side and the car is equipped with ASFconnectors, jack to 31 in. maximum height.

3.6.1.3.2 For ASF connectors, raise the wedge in the connector being lifted before jacking to pre-vent binding.

Table 3.1 Maintenance guidelines

End Trucks Female Side of Articulated Connectors

Male Side of ArticulatedConnectors

Car Type Standard-TravelCCSB

Long-TravelCCSB

Standard-TravelCCSB

Long- TravelCCSB

Standard-TravelCCSB

Long- TravelCCSB

Articulated DS Cars 5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. 5 3/16 in. +1/16 in.a/

a/ Or as stenciled on car

5 7/16 in. +1/16 in.Single-unit and multi-unit

drawbar DS Cars5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. N/A N/A N/A N/A

Table 3.2 Maximum articulated connector vertical lifting height

Well Size National Castings Maximum Height

ASF Maximum Height

Cardwell Westinghouse (SAC-1) Maximum Height

40 ft 28 in. 31 in. 58 in.45 ft 29 in. 35 in. 64 in.48 ft 31 in. 37 in. 68 in.53 ft 33 in. 40 in. 73 in.

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3.6.2 Drawbar Connectors• Cracked drawbars must be replaced.

3.6.2.1 Keystone/TTX Mini-Gear Slackless Drawbar• If the gravity-drop wedge is found in the down position against the bottom yoke strap, the

shim thickness should be adjusted to provide a wedge height of 3/4 in. minimum upon assembly in the draft gear pocket.

• Broken external retaining bolts used to gag the mini-gear shall not be considered defective. Broken bolts should be replaced when the arrangement is removed in conjunction with regularly scheduled maintenance per the Field Manual of the AAR Interchange Rules, Rule 21.

3.6.2.2 ASF Drawbars• Missing or broken primary pin and draft keys must be replaced.• Missing or damaged draft key retainers must be replaced.• Missing supports must be replaced.

3.6.2.3 Cardwell Westinghouse Drawbars• Any missing or damaged Cardwell Westinghouse SAC-1 drawbar race liners must be

replaced.

3.7 Draft GearsCars are generally equipped with special draft gears that have a preload; caution should be usedfor maintenance. Contact the car owner for instructions.

3.8 Crossover and Access Platforms• Missing platforms are to be replaced. Refer to the Field Manual of the AAR Interchange

Rules, Rule 53.• Broken platforms are to be replaced or repaired according to Rule 53.• Missing or loose fasteners are to be replaced or tightened as necessary.

3.9 Trucks

3.9.1 Trucks are to be inspected and repaired according to the Field Manual of the AAR Inter-change Rules, Rules 47 and 48, or to more restrictive criteria established by agreement.

3.9.2 End Trucks

3.9.2.1 On Barber 70-ton end trucks, if any nonmetallic portion of a friction shoe is found defec-tive, replace all friction shoes on both end trucks with all-metal friction shoes. When a friction shoeis found to be defective, inspect the bolster pocket and repair as outlined in the Field Manual of theAAR Interchange Rules, Rule 47.

3.9.2.2 On Barber 70-ton end trucks, if any all-metal friction shoe is found defective, replace thedefective friction shoe only in kind.

3.9.2.3 On Ride Control 70-ton end trucks, if any friction shoe is found defective, replace thedefective shoe only in kind.

3.9.2.4 If a 125-ton articulated car has not yet received an approved nonmetallic horizontal orcup-type liner, the center plate will still require lubrication. Additionally, the dates of lubricationand the location mark for the facility are to be stenciled on the car at the outboard corners of the Aand B units. The stencil below is to be used:

C. P. LUB.XX-XX (MNTH YR )XXXX (RAILROAD OR SHOP REPORTING MARK )

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3.9.2.4.1 If the intermediate trucks of 100-ton double-stack cars are equipped with steel verticaland horizontal wear liners, then they are to be lubricated per the Field Manual of the AAR Inter-change Rules, Rule 47.E.4. The 100-ton double-stack cars are not required to be stenciled with thelubrication date and location.

3.9.2.4.2 The intermediate trucks of either 100-ton or 125-ton cars equipped with nonmetallichorizontal or cup-type wear liners are not to be lubricated per the Field Manual of the AAR Inter-change Rules, 47.E.4. Decals indicating that the intermediate trucks are so equipped are to beapplied on each side of the car at each intermediate truck. The C.P. LUB stencil is not to be appliedat the outboard ends of these cars.

3.10 HitchesMaintain and lubricate hitches per the Field Manual of the AAR Interchange Rules, Rule 65.

4.0 PERIODIC INSPECTION AND MAINTENANCE

4.1 Car owners shall be responsible for establishing a periodic inspection and maintenance pro-gram for all double-stack cars under their ownership. The primary objective of the periodic inspec-tion and maintenance program shall be to keep cars in serviceable condition according to theinspection criteria given in paragraph 2.0. The period to be used for periodic inspection and main-tenance can be either car mileage or time in service. Initially, periodic inspection and maintenanceis to be based on 300,000 miles of service or 3 years in service, but in no case shall the actualperiod of periodic inspection and maintenance exceed 350,000 miles or 4 years of service. Periodicinspection and maintenance can be performed at either a maintenance shop or repair track as longas personnel and equipment are available to perform the work described below.

4.2 Brake Systems

4.2.1 Single Car TestEach double-stack car is to be subjected to an AAR Single Car Test in accordance withMSRP Standard S-486, latest revision. All parts of the test are to be performed. The values givenin paragraphs 2.0 and 3.0 should be used when checking or setting piston travel during the test ofslack adjuster operation. The functioning of the empty-load sensor is checked as part of the SingleCar Test. The car owner and maintenance facility are responsible for maintenance instructionsdescribing how to properly adjust the empty-load sensor.

4.2.2 Brake ShoesReplace according to the Field Manual of the AAR Interchange Rules, Rule 12 unless more restric-tive criteria have been established by agreement of car owner.

4.2.3 Brake RiggingMaintain per requirements given in the Field Manual of the AAR Interchange Rules, Rule 11.

4.2.4 Brake CylindersCheck for loose brake cylinder mounting bolts, and tighten or replace as required.

4.2.5 TMB DecalsApply appropriate TMB decal per the Field Manual of the AAR Interchange Rules, Rule 3.

4.3 Car Structure

4.3.1 The car structure is to be inspected for any cracks, fractures, or broken pieces. Cracks inside sheets are to be repaired by veeing out and welding from both sides and ground smooth if 6 in.long or less. Any cracks longer than 6 in. in the side sheets or cracks of any length in other areasare to be repaired according to instructions provided by the car owner.

4.3.2 Sides bent or bowed in, out, or down more than 3/4 in. shall be straightened according toprocedures provided by the car owner.

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4.3.3 Bent or broken container guides (flippers) on top of the side sills are to be repaired in kindor replaced if required. They must be operable.

4.3.4 Handholds, sill steps, or crossover and access platforms that are broken, bent, missing, ordamaged are to be repaired, if possible, or replaced in kind.

4.3.5 Inspect, repair, and/or replace body center plates at the A and B ends on articulated carsand all center plates on single-unit and multi-unit cars as follows:

4.3.5.1 Cracked or broken center plates are to be replaced in kind.

4.3.5.2 Center plates are to be maintained according to the Field Manual of the AAR InterchangeRules, Rule 60 or more restrictive criteria if established by the car owner.

4.4 Side BearingsThe shop track or repair track used to check side bearing setup heights is to be reasonably level.All side bearings are to be measured and brought within the dimensions given in paragraph 3.5,which are repeated below:

4.4.1 Articulated Double-Stack Cars

The side bearing heights are to be reset on the empty car only and should be set only after all workon the trucks or articulated connectors is complete. Replacement of side bearing types is to bebased on detailed instructions received from the car owner.

4.4.2 Single-Unit and Multi-Unit Drawbar-Connected Cars

The side bearing heights are to be reset on the empty car only and should be set only after all workon the trucks is complete. Replacement of side bearing types is to be based on detailed instructionsreceived from the car owner.

4.4.3 Summary Chart—Periodic Inspection and Maintenance Guidelines

4.4.4 When side bearing components are replaced for cause, verify side bearing setup heights asoutlined in paragraphs 3.5.1 and 3.5.2.Do not lubricate side bearings in service. When replacing components, lubricate per manufac-turer’s instructions.

End Trucks and Female Side of Articulated ConnectorsStandard side bearings 5 1/16 in. + 1/16 in. (or as stenciled on car)Long travel side bearings 5 1/16 in. + 1/16 in. N/A (or as stenciled on car)

Male Side of Articulated ConnectorsStandard side bearings 5 3/16 in. + 1/16 in. (or as stenciled on car)Long travel side bearings 5 7/16 in. + 1/16 in. (or as stenciled on car)

All Side Bearings at All LocationsStandard side bearings 5 1/16 in. + 1/16 in.

Table 4.1 Periodic inspection and maintenance guidelines

End Trucks Female Side of Articulated Connectors

Male Side of ArticulatedConnectors

Car Type Standard-TravelCCSB

Long-TravelCCSB

Standard-TravelCCSB

Long- TravelCCSB

Standard-TravelCCSB

Long- TravelCCSB

Articulated DS cars 5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. 5 3/16 in. +1/16 in.a/

a/ Or as stenciled on car

5 7/16 in. +1/16 in.Single-unit and multi-unit

drawbar DS cars5 1/16 in. + 1/16 in. 5 1/16 in. + 1/16 in. N/A N/A N/A N/A

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4.5 Connectors

4.5.1 Articulated Connectors

4.5.1.1 Prior to disassembly, visually inspect the articulated connectors for wear. All units of thearticulated double-stack car are to be separated in order to inspect and perform maintenance onthe articulated connector. Instructions exist that describe restoration procedures for articulatedconnectors, and knowledge of the pre-disassembly conditions is required. Restoration of compo-nents that maintain the slack-free nature of the articulated connectors is to be made using instruc-tions supplied by the car owner and articulated connector manufacturer. Restoration ofcomponents that affect the vertical height of the male connector relative to the side bearings is tobe accomplished based upon car owner and manufacturer instructions. This restoration is to becompleted before side bearing heights are adjusted.

4.5.1.2 Lubrication of these connectors is recommended only when replacing components or whenthe connector has been disassembled for some other reason. Refer to paragraph 2.5.1.4 for differ-ent handling of the Cardwell Westinghouse (SAC-1) articulated connector.

4.5.1.3 Restoration of the center plate diameter is to be accomplished for the female portion of thearticulated connector using the procedure given in the Field Manual of the AAR Interchange Rules,Rule 60.

4.5.2 Drawbar ConnectorsPrior to disassembly, visually inspect the drawbar connectors for wear. All units of the drawbar-connected double-stack car are to be separated in order to inspect and perform maintenance on thedrawbar connectors. Instructions exist that describe restoration procedures for drawbar connec-tors, and knowledge of the pre-disassembly conditions is required. Restoration of components thatmaintain the slack-free nature of the drawbar connectors is to be made using instructions suppliedby the car owner and drawbar connector manufacturer.

4.6 Draft GearsCars are generally equipped with special draft gears that have a preload; caution should be usedfor maintenance. Contact the car owner for instructions.

4.7 Trucks

4.7.1 Inspect trucks per the Field Manual of the AAR Interchange Rules, Rules 47 and 48.

4.7.2 Truck bolster bowls on intermediate trucks of three- and five-unit, 125-ton articulated carsare to be equipped with special nonmetallic wear liners at the time of periodic maintenanceaccording to instructions of the car owner. An approved nonmetallic cup-type wear liner is recom-mended for 125-ton, 7 × 12 intermediate trucks.Truck bolster bowls on intermediate trucks of three- or five-unit, 100-ton articulated cars are to beequipped with one of the following:

• Approved nonmetallic horizontal wear liner• Approved nonmetallic cup-type wear liner• Manganese/stainless steel vertical and manganese steel horizontal wear liners

If the intermediate trucks of 100-ton, double-stack cars are equipped with steel vertical and hori-zontal wear liners, then they are to be lubricated per the Field Manual of the AAR InterchangeRules, Rule 47.E.4. The 100-ton double-stack cars are not required to be stenciled with the lubrica-tion date and location.

The intermediate trucks of either 100-ton or 125-ton cars equipped with nonmetallic horizontal orcup-type wear liners are not to be lubricated per the Field Manual of the AAR Interchange Rules,Rule 47.E.4. Decals indicating that the intermediate trucks are so equipped are to be applied oneach side of the car at each intermediate truck. The C.P. LUB stencil is not to be applied at the out-board ends of these cars. The following are recommended:

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4.7.2.1 Summary Chart

4.7.3 It is recommended that 70-ton end trucks of articulated double-stack cars be equipped withmetallic horizontal and vertical wear liners in the truck bolster bowls and all steel friction shoes.Bolster bowls on 70-ton end trucks of articulated cars and all trucks of stand-alone and drawbar-connected cars are to be lubricated per the AAR Field Manual of Interchange Rules, Rule 47.E.4.

4.7.4 For Ride Control, Barber S-2-C, and Barber S-2-HD trucks, measure the height of the fric-tion shoes above the top of the bolster.If the average height of the two shoes on one end of the bolster exceeds the dimension below,remove the truck, disassemble the bolster, and replace the friction shoes.

Table 4.2 Recommended bolster bowl configuration

Car Typea/

a/ Both COFC ONLY and all-purpose DS cars are treated the same in this chart.

70-ton End TrucksConfiguration Lubrication Requirements Intermediate Trucks

Configuration Lubrication Requirements

3-unit to 5-unit, articulated, 100T

DS cars

Manganese/stainless steel vertical and manganese

steel horizontal wear liners

Per the AAR Field Manual of Interchange Rules,

Rule 47.E.4—No LUB stencil required





Approved manganese cup type wear liner






Approved nonmetallic cup-type wear liner for 100T

trucks

DO NOT LUB—stencil indicating that truck is so

equipped is to be applied on each side at each location

3-unit to 5-unit, articulated, 125T

DS cars





Approved nonmetallic cup-type wear liner for 125T

trucksb/

b/ If the intermediate truck has not yet received an approved nonmetallic horizontal or cup-type liner, then a metallic (manganese) horizontal or cup-type liner will still require lubrication. It will need the dates of the lubrication and the location mark for the facility stenciled on the car at the outboard corners of the A and B units. The following format should be used:

DO NOT LUB—stencil indicating that truck is so

equipped is to be applied on each side at each locationb/




1-unit, 3-unit, 4-unit, stand-

alone or drawbar-connected, 70T

DS cars





Same as end Same as end




Same as end Same as end

C. P. LUB.XX-XX (MNTH YR )XXXX (RAILROAD OR SHOP REPORTING MARK )

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4.7.5 For all other truck types (e.g., Buckeye XCR, NACO Swing Motion Truck, etc.), replace fric-tion shoes per the wear indicated on the friction shoe elements.

4.8 HitchesMaintain and lubricate hitches per the AAR Field Manual of Interchange Rules, Rule 65.

Table 4.3 Journal size and average shoe heights for trucks

Truck Design Journal Size Average Shoe Height (in.)

Average Split Wedge Shoe Height (in.)

Ride Control 6 × 8 or 6 × 11 1.812 N/ASuper Service Ride Control 6 × 8 or 6 × 11 1.5625 N/ARide Control 6 1/2 × 9 or 6 1/2 × 12 1.812 N/ARide Control 7 × 9 or 7 × 12 1.812 N/ABarber 6 × 8 or 6 × 11 0.75 0.75Barber 6 1/2 × 9 or 6 1/2 × 12 0.50 0.50Barber HD 6 1/2 × 9 or 6 1/2 × 12 0.75 0.75Barber HD 7 × 9 or 7 × 12 0.50 0.50

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STANDARD OPERATING PROCEDURES FOR INTERMODAL SECUREMENT

SOP

Effective: August 1, 1998 Revised: 2004

1.0 PURPOSEThe purpose of this document is to contribute to the safety of rail personnel/equipment and ofaffected communities by establishing uniform standards for intermodal unit securement to rail-cars.

2.0 SCOPEThis document applies to definitions and standards for securement practices, inspections, failures,reporting, training, and corrective action applicable to rail intermodal personnel at intermodal ter-minals (including private terminals) and port facilities.

3.0 DEFINITIONS (PAGE 1 OF 3)

Term DefinitionContainer Unit moving COFC (without wheels) using container-locking

devices as securement onto railcar.IBC (approved) Semiautomatic interbox connectors used for securing stacked

containers to each other on certain double-stack cars.Manual interbox connectors used for securing stacked containers to each other on certain double-stack cars and that are locked by fully moving the locking handle to the left position. Note: To be approved for rail use, manual IBCs must indicate locked in the left position.

Inspections Post-Loading/Pre-DepartureIndependent visual inspection by a securement verifier that all units are properly secured to cars and to other containers if double-stacked.

UnloadingVisual examination for proper securement by securement verifier of units on railcars before units are lifted off of railcar.

Port LoadingVisual inspection of same elements as required by post-loading/pre-departure and unloading inspections for port facilities handling intermodal traffic.

Private Facility LoadingVisual inspection of same elements as required by post-loading/pre-departure and unloading inspections for private intermodal facilities.

Lift crew Groundperson and/or operator function performed relative to loading/unloading a train.

Lift equipment Overhead cranes and side loaders

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Securement defect An equipment condition or problem that prevents proper securement of a trailer or container to an intermodal railcar, or that poses a risk that proper securement may be compromised.

1. Trailer Hitches

A. Top Plates

i. Cracked, broken, or missing

ii. Locking mechanism inoperative, broken, or missing

iii. Auxiliary lock inoperative, broken, or missing

B. Struts

i. Cracked, broken, or missing

ii. Pins/retainers broken or missing

iii. Diagonal strut lock hook or lock inoperative, broken, ormissing

iv. Diagonal strut pivot mount cracked or broken

C. Miscellaneous

i. Hold-down hooks broken or missing

ii. Elevating screw inoperative, broken, or missing

iii. Elevating screw nut inoperative, broken, or missing2. Interbox Connectors

A. Cone broken or missingB. Locking handle inoperative or broken

3. Container PedestalsA. Pedestal latch broken, missing, out of vertical orientationB. Latch compresses into the lock housing by handC. Twist-lock cracked, broken, missing, or can be turned by

hand more than 45°D. Pedestal housing cracked, broken, or missing

4. Flatcar Rub-RailsA. Broken or missing at tandem

5. Chassis (When Loaded on Flatcars)A. Chassis twist-lock inoperative, broken, or missingB. Frame cracked or broken

Securement failure Improper securement of a unit to a railcar discovered after the post-loading/pre-departure inspection and sign-off. Each unit improperly secured, regardless if on one train, constitutes a failure.

Securement failure—AAR reportable

A securement failure (as defined above) that results in a unit falling off a car or striking another object is reportable to the AAR.


Term Definition

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4.0 STANDARDS

4.1 Securement Audits

4.1.1 FrequencySecurement audits will be conducted by rail management at the following intervals using theindustry standard securement audit form, to ensure compliance with industry securement stan-dard operating procedures.

4.1.1.1 Terminals with 60,000 or less annual lift count: one audit per year

4.1.1.2 Terminals with 60,001 through 350,000 annual lift count: two audits per year

4.1.1.3 Terminals with 350,001 and higher annual lift count: four audits per year

4.1.2 ExtentEach audit must include inspection of a reasonable number of cars as appropriate to the operation.

4.1.3 TimingAudits shall be performed after the post-loading/pre-departure inspection.

4.1.4 FormSee Fig. 4.1.

4.2 Loading Practices Impacting Securement

4.2.1 Inoperative or Defective Securement DevicesSecurement devices found inoperative or defective during positioning of securement devices forloading or during the loading process must be dealt with in the following manner:

4.2.1.1 No alternative loading is allowed unless a positive lock-out device is applied, provided thepositive lock-out device does not prevent proper loading (positioning and clearance) and secure-ment of a unit to the alternative securement device.

4.2.1.2 A car must be bad ordered if no positive lock-out device is available. (See the definition forSecurement defect, items 1, 3, and 4, for conditions that would result in locking out a securementdevice or bad ordering a car.)

4.2.2 Reverse movement is required for TOFC loading on cars with semiautomatic hitches.

4.2.3 Snow or ice must be removed if it prevents proper securement.

4.2.4 Debris must be removed from railcar wells or surfaces.

4.2.5 Container pedestals not in use must be lowered/recessed if they obstruct TOFC loading(cover plates dropped, if applicable).

Securement failure—FRA reportable

A securement failure (as defined above) that results in damages to on-track equipment, signals, track, track structures, and/or roadbed of $6,600 or more (threshold adjusted periodically) must be reported to the Federal Railroad Administration and the AAR.

Securement verifier Any individual who has been trained and qualified to perform an inspection that units are properly secured to railcars.

Trailer Unit moving TOFC (with wheels) using a hitch as securement onto a railcar.

Unit Trailer, container, container-on-chassis, or chassis.


Term Definition

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4.2.6 Before lifting container-with-chassis, a visual inspection is required to ensure all chassis-to-container locks are properly secured.

4.2.7 All chains and binders on flatbeds/racks must be properly secured and stowed.

4.2.8 Trailers must be locked in position on hitches before a lift crew moves to the next railcar.

4.3 Post-Loading/Pre-Departure Visual Inspection Requirements

4.3.1 An independent inspection must be performed by a securement verifier.

4.3.2 A method must be employed for post-loading/pre-departure inspections:• Acceptable vantage points must be located for inspecting securement.• Supplemental lighting must be used when lighting or visibility is not adequate.

4.3.3 A final track sheet must be signed off or logged electronically. A stamp or message mustclearly outline what someone is attesting to.

4.3.4 Securement verification sign-offs must be retained 30 days.

4.4 Visual Inspections of Unloading

4.4.1 An unloading inspection must be performed by a securement verifier.

4.4.2 Methods must be employed for unloading inspections:• Acceptable vantage points must be located for inspecting securement.• Supplemental lighting must be used when lighting or visibility is not adequate.

4.5 Post-Loading/Pre-Departure and Unloading Inspection Elements ImpactingSecurement

4.5.1 Trailers

4.5.1.1 Hitch jaw or rotor is not locked.

4.5.1.2 Hitch diagonal strut is not locked.

4.5.1.3 Trailer kingpin is not properly engaged in jaw or rotor assembly.

4.5.1.4 Trailer tires are not properly positioned (overriding rub-rail/raised side sill; are resting ona container pedestal; are not completely supported by railcar deck).

4.5.1.5 Trailer tire is missing or flat.

4.5.1.6 Trailer landing gear is not properly clear of deck.

4.5.1.7 Unit shifted or is leaning in or on railcar.

4.5.1.8 Trailer doors are not closed.

4.5.2 Containers

4.5.2.1 Container pedestal latch or twist-lock is unlocked.

4.5.2.2 Bulkhead railcar flipper guides are not in proper position for top container.

4.5.2.3 Railcar container width guides are improperly positioned.

4.5.2.4 IBC is improperly positioned (upside down; installed with no top container).

4.5.2.5 IBC is missing.

4.5.2.6 IBC is not locked.

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4.5.2.7 IBC is improperly stowed.

4.5.2.8 IBC is an improper type.

4.5.2.9 IBC locking handle is broken or missing.

4.5.2.10 Container is contacting a partially collapsed hitch or rub-rail in such a way that it pre-vents proper securement.

4.5.2.11 Container handling fitting is improperly engaged on the securement device.

4.5.2.12 Container handling fitting is broken or bent so as to prevent proper securement.

4.5.2.13 Container-to-chassis securement devices are not locked and secured.

4.5.2.14 A 20-ft container is loaded in a well not approved for 20-ft loading.

4.5.2.15 Container doors are not closed.

4.5.3 Flatbed/Rack Chains and BindersFlatbed/rack chains and/or binders are not properly secured and stowed.

4.5.4 Double-Stack Well CarsThere is debris or foreign material in the well.

4.6 Handling Securement Failures

4.6.1 Operational Procedures

4.6.1.1 For failures of any of the elements above, determine if the condition resulted from anactual securement failure or from some other cause, such as a mechanical failure or vandalism.

4.6.1.2 Any securement failure must be corrected before train departure.

4.6.1.3 Units determined to be a securement failure upon arrival should not be unloaded untilinspected and documented/photographed.

4.6.2 Reporting Procedures Following Discovery of a Securement Failure

4.6.2.1 Reporting shall be made within 24 hours of the detection of a securement failure via faxor electronic mail to the individual(s) designated within the company.

4.6.2.2 A standard industry form for internal reporting shall be used to ensure standard collec-tion of information. See Fig. 4.2.

4.6.2.3 The same industry form shall be used for reporting securement failures to the previouscarrier when interchanged.

4.6.2.4 In addition, the AAR Incident Reporting form shall be used for reporting those secure-ment failures that result in a unit falling off the railcar or hitting another train/object en route, orfor securement failures resulting in at least $6,600 of damages (threshold adjusted periodically).See Fig. 4.3.

4.6.3 Tracking Securement FailuresEach rail carrier shall maintain a database of its own securement failures.

4.7 Securement Failure Corrective Action

4.7.1 Securement failure corrective action applies to the lift crew and the securement verifierinvolved.

4.7.2 Retraining and requalification with a securement verifier is required before resumingsecurement verification duties.

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4.8 Training Criteria for Securement and Inspection

4.8.1 PersonnelAll personnel involved in a) the inspection of securement devices and appliances; b) the intermodalloading process; or c) securement inspections, whether railroad or contract personnel, must receivetraining in proper loading and securement practices and procedures before performing securementactivities.

4.8.2 TrainingThe education of personnel will include training regarding proper application of typical secure-ment devices currently in use in the intermodal industry. Training also will include identificationof visible defects of securement devices.

4.8.3 StandardsPersonnel will be trained and qualified to comply with the securement procedures specified in thisdocument.

4.8.4 Reference Material and Training AidsThe following materials, or the information contained therein, must be incorporated into the train-ing program:

• AAR Intermodal Trailer and Container Securement Manual• AAR Intermodal Trailer Loading and Securement Video• AAR Intermodal Container Loading and Securement Video• AAR Trailer Hitch Information Poster• AAR Container Securement Information Poster

Additional material may be added to these requirements as is deemed appropriate.

4.8.5 Training RecordsTraining and associated certification will be performed by and recorded with either the railroad orthe contractor, at the option of the railroad. Related records will be kept at the individual facilities.

4.8.6 Retraining IntervalsRetraining must be accomplished at appropriate intervals of not less than every 3 years, whichwill ensure that employees are kept apprised of changes to operating policies and procedures aswell as any technical enhancements to securement devices or appliances.

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Fig. 4.1 AAR Intermodal Securement Safety Audit Form

AAR INTERMODAL SECUREMENT SAFETY AUDIT FORMRAILROAD ____________________________ LOCATION ____________________________ DATE ______________

(Circle the condition found and describe it on Page 2, referencing the exception number) (Circle one)ExcepCode

1. AAR TRAILER AND CONTAINER SECUREMENT POSTERS YES NO (1)Posted in conspicuous locations as appropriate throughout the facility

If no, recommended acquisition and placement ___________________________________________________________________________________________________________

2. ALL PERSONNEL INVOLVED IN THE LOADING PROCESS HAVEa. Received training with the AAR Intermodal Trailer and Container Sescurement Manual YES NO (2)

If no, who specifically needs training with this manual:______________________________________________________________________________________________________________________________________________________________________________

b. Viewed securement video(s) on trailer and/or container securement YES NO (3)c. Received training in responsibilities specific to securement YES NO (4)d. A personnel record notation that training and video viewing have been completed YES NO (5)

3. POST-LOADING/PRE-DEPARTURE INSPECTIONa. Was a post-loading/pre-departure inspection made? YES NO (6)b. Was the verification list signed off indicating an independent inspection was performed and

units were loaded properly?YES NO (7)

c. Was the inspection made from an acceptable vantage point? YES NO (8)d. Were all units verified? YES NO (9)e. Was supplemental lighting used when lighting or visibility was inadequate? YES NO (10)f. Are sign-off sheets maintained on file for 30 days? YES NO (11)

4. INSPECTION ELEMENTS: (Ensure intermodal track protection prior to inspection)Check the following items and indicate whether “OK” or “FAIL.”Trailersa. Hitch jaw or rotor locked (indicator flush or flag down) OK FAIL (12)b. Hitch diagonal strut locked OK FAIL (13)c. Trailer kingpin properly engaged in jaw or rotor assembly OK FAIL (14)d. Trailer tires properly positioned (not overriding rub-rail/raised side sill or resting on a container

pedestal; completely supported by railcar deck)OK FAIL (15)

e. All trailer tires present and not flat OK FAIL (16)f. Trailer landing gear properly clear of deck OK FAIL (17)g. Unit not shifted or leaning in/on car OK FAIL (18)h. Trailer doors closed OK FAIL (19)Containersa. Container pedestal latch or twist-lock is properly engaged and locked. OK FAIL (20)b. Bulkhead railcar flipper guides are in proper position for top container, OK FAIL (21)c. Railcar container width guides are properly positioned for size of container. OK FAIL (22)d. IBCs are properly positioned (not upside-down and the top container present). OK FAIL (23)e. IBCs are present at all positions. OK FAIL (24)f. IBCs are properly locked. OK FAIL (25)g. IBCs are properly stowed. OK FAIL (26)h. Manual IBCs are the proper type (left-hand locking only). OK FAIL (27)i. IBC locking handle is not broken or missing. OK FAIL (28)j. Container is not contacting partially collapsed hitch or rub-rail so as to prevent proper

securement.OK FAIL (29)

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Fig. 4.1 (concluded) AAR Intermodal Securement Safety Audit Form

AAR INTERMODAL SECUREMENT SAFETY AUDIT FORM (continued)

k. Container handling fitting is properly engaged on securement device. OK FAIL (30)l. Container handling fitting is not broken or bent so as to prevent proper securement. OK FAIL (31)m. Container-to-chassis securement devices are locked and secured. OK FAIL (32)n. 20-ft containers are loaded only in wells approved for 20-ft loading. OK FAIL (33)o. Container doors are closed. OK FAIL (34)Flatbed/Rack Chains and Bindersa. Flatbed/rack has all chains and binders properly secured/stowed. OK FAIL (35)Double-Stack Well Carsa. Debris or foreign material is in well OK FAIL (36)

INSPECTION SUMMARY: CARS INSPECTED________________ PLATFORMS INSPECTED _________________

CAR INITIAL/NUMBER CONT/TRLR INIT/NO.EXCEPTION

CODE EXCEPTIONS NOTED| || || || || || || || || || || || |

SIGNATURES: DATEAuditor:_________________________________________________________________________ ________________Auditor:_________________________________________________________________________ ________________Manager: _______________________________________________________________________ ________________

Other Company Signature Title Date_______________________ _______________________ ____________________________ _______________________________________ _______________________ ____________________________ ________________

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Fig. 4.2 Internal and Interroad Securement Failure Report

INTERNAL AND INTERROAD SECUREMENT FAILURE REPORTCheck if this is a follow-up report:_____

(Reference the explanation of fields and codes that follows this form.)

FLATCAR INIT/NO. ________________________________ TRLR/CONT INIT/NO. _____________________________

DATE _________________ TRAIN # _________________ INCIDENT LOCATION _____________________________

ORIGIN LOCATION ________________________________HITCH/CONTAINERSECUREMENT TYPE _____________________________

PLATFORM / WELL POS. __________________________ INTERCHANGE ROAD ____________________________

INTERCHANGE LOCATION _________________________ CONDITION NUMBER ____________________________

PROBLEM FOUND (Provide a brief narrative of the problem found)___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

ACTION TAKEN (Describe actions taken by terminal and/or mechanical personnel)_____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________NUMBER OF PHOTOS TAKEN ______________________ DATE PHOTOS MAILED ___________________________

INVESTIGATION RESULTS (Provide a summary of findings and resulting actions)____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

INITIAL REPORTING LOCATION _____________________________________ RAILROAD _____________________

PERSON FILING REPORT __________________________________________ PHONE ________________________

UPDATE REPORTING LOCATION ____________________________________

PERSON FILING REPORT __________________________________________ PHONE ________________________

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Fig. 4.2 (continued) Internal and Interroad Securement Failure Report

INTERNAL AND INTERROAD SECUREMENT FAILURE REPORT(continued)

A report must be filed for every incident of improperly secured trailers or containers on flatcars. (Each trailer or container with a failure is an incident, regardless if it is on the same train.) Details for completing the form follow:

Flatcar Init/No.: Record the initial and number of the flatcar on which the trailer or container was loaded.Trlr/Cont Init/No.: Record the trailer or container initial and number. For containers on chassis, indicate both

the chassis and container numbers (container first).Date: The date the discrepancy was discovered.Train #: Record the train that the flatcar arrived on. If the discrepancy is discovered on outbound,

write “Pre-Departure” in the space provided.Incident Location: Record the location where the securement failure occurred.Origin Location: Record the terminal where the trailer or container was loaded.Hitch/Container Securement Type: For trailers, record the make and model of the hitch and whether it is retractable or fixed.

For containers, indicate IBC, non-retractable latch, non-retractable helical automatic twist-lock, retractable dual fold-down, retractable single latch fold-down, as applicable.

Platform/Well Pos.: Record the platform or well position of the improperly secured unit.Interchange Road: If the discrepancy occurred on a flatcar from another railroad, record the interchanging

road.Interchange Location: If the discrepancy occurred on a flatcar from another railroad, record the point of

interchange of the flatcar.Condition Number: Note the condition number(s) that accurately describes the discrepancy, as defined

following. If condition number 25 is selected, identify the discrepancy in the Problem Found section of the form.

Problem Found: Use this section to provide additional details on discrepancies (e.g., number of IBCs found unlocked; damage caused by discrepancy, who specifically found the discrepancy, etc.).

Action Taken: Provide a brief narrative of actions taken (by whom), and indicate any remaining actions required to complete the investigation.

Investigation Results: Note the findings of any investigation or inspection made on the unit.Number of Photos Taken: Indicate the number of pictures taken.Date Photos Mailed: Indicate the date the photos were, or are expected to be, mailed.Initial Reporting Location: Print the location where the discrepancy was discovered.Person Filing Report/Phone: Pring the name and phone number of the individual reporting the discrepancy.Update Reporting Location: Note the location submitting the update report (e.g., origin, car repair shop).Person Filing Update/Phone: Print the name and phone number of the individual providing the update report.

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Fig. 4.2 (concludEd) Internal and Interroad Securement Failure Report

INTERNAL AND INTERROAD SECUREMENT FAILURE REPORT(concluded)

Condition Numbers

1. Trailer/container fell from car2. Trailer/container struck during railcar transit3. Trailer/chassis kingpin engaged but not locked in hitch4. Trailer/chassis kingpin out of hitch (in front of, behind, on top of, or to the side of the top plate)

a. Jaw lockedb. Jaw not locked

5. Hitch retracted or collapsed6. Trailer tires overriding rub-rails or raised side sills, resting on a container pedestal; not completely supported by railcar

deck7. Trailer tire missing or flat8. Trailer landing gear not properly clear of deck9. Trailer/container shifted or leaning in/on car

10. Trailer/container doors not closeda. Trailerb. Container

11. Container-to-chassis locking devicesa. Missingb. Not locked

12. Container handling fitting not secureda. Defective lock or pedestalb. Container not seated properlyc. Low profile casting container loaded on high profile pedestals

13. Container handling fitting broken or bent, preventing proper securement14. Bulkhead railcar flipper guides not properly positioned for top container15. Railcar container width guides not properly positioned for size of container16. IBC improperly positioned (upside down or present with no top container)17. IBC missing18. IBC unlocked19. IBC improperly stowed20. IBC improper type used21. IBC locking handle broken or missing22. Container loaded on top of foreign object23. Container contacting an adjacent securement device so as to prevent proper securement24. 20-ft containers loaded into well not approved for 20-ft containers25. Flatbed/rack chains or binders not properly secured/stowed26. Other: Indicate condition in the Problem Found section

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Fig. 4.3 TOFC/COFC Incident Reporting Form

TOFC/COFC INCIDENT REPORTING FORMHANDLING ROAD: ORIGIN ROAD:ORIGIN TERMINAL: LOCATION OF INCIDENT:DATE (MM/DD/YY): CARRIER REPORT NUMBER:CAR INITIAL: CAR NUMBER:TRAILER NUMBER: TYPE OF HITCH/CONTAINER SECUREMENT DEVICE:CONTAINER NUMBER: CHASSIS NUMBER:INCIDENT CODE: CAUSE CODE:

COMMENTS:

Submitted by:_____________________________________ Title ____________________________________________

Telephone: _______________________________________ Fax:____________________________________________

INCIDENT CODES1. Trailer/chassis/container falling from car2. Trailer/chassis/container struck

TOFC INCIDENT CAUSE CODES COFC INCIDENT CODEST1. Hitch/jaw not locked C1. Container not securedT2. Kingpin in front of hitch C2. IBC unlockedT3. Kingpin behind hitch C3. IBC missingT4. Kingpin on top of hitch O1. OtherT5. Trailer tire on top of rub-rail U1. UnknownT6. Trailer tire contacting pedestalT7. Chassis-to-container securement device unlocked When using TOFC/COFC incident cause codes O1 or

U1, please complete the Comments portion of this form.

O1. OtherU1. Unknown

Send to Manager—Intermodal Committee, Association of American Railroads, 50 F Street, NW, Washington, DC 20001-1564; fax 202-639-2474.

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Fig. 4.3 (concluded) Instructions for Completing the AAR TOFC/COFC Incident Reporting Form

Instructions for Completing the AAR TOFC/COFC Incident Reporting Form

General instructions andreport filing

This form must be completed any time an intermodal trailer, chassis, or container falls from a freight car; shifts laterally and strikes a freight car, passenger car, locomotive, or other object in right-of-way; or shifts longitudinally and strikes an adjacent freight car or intermodal trailer, container, or chassis.

All reports should be filed with the AAR as soon as possible after the incident.

Header information The first block of information is self-explanatory. It is recognized that each carrier will have much more detailed information in place internally. However, the basics will suffice for AAR reporting. Hitch types are listed in the AAR Intermodal Trailer and Container Seucrement Manual. A carrier should assign a number to each report it submits to facilitate tracking.

Comments Complete this section when reporting TOFC/COFC Incident Cause Codes O1 or U1. Also complete this section to report any other information you think may be helpful.

Reporting party The incident report may be submitted by a variety of departments on the railroad and, in some instances, a third party. This section is very important for clarification of information on the report, and it enables follow-up actions.

Incident codes This section lists the only two incident types that need to be reported. Remember, if a piece of intermodal equipment falls from the car or strikes another piece of equipment or an adjacent railcar, a report is required even if the equipment involved does not cause a derailment.

TOFC incident cause code Codes T1 through T7 are self-explanatory. Note that a container-on-chassis is considered a TOFC load. Please complete the Comment section if codes O1 or U1 are reported.

COFC incident cause code Codes C1 through T3 are self-explanatory. Please complete the Comment section if codes O1 or U1 are reported.

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APPENDIX A

4/1/01

Appendix A

APPENDIX AREVISED PAGE DATES

Shown below are the current dates applicable to each page of Section I of the AAR Manual of Standards and Recom-mended Practices. The printed page date is shown in either the lower left or lower right-hand corner of the page. In theevent a new specification, standard, or recommended practice does not include an effective date, the printed page datewill constitute the effective date.

Page Numbers

Front ReverseCover—2/1/04 Copyright—2/1/04I–i—2/1/04 I–ii—2/1/04I–iii—2/1/04 I–iv—2/1/04I–v—2/1/04 I–vi—2/1/04I–1—2/1/04 M-928 I–2—2/1/04I–3—2/1/04 I–4—2/1/04I–5—2/1/04 I–6—2/1/04I–7—2/1/04 I–8—2/1/04 M-928AI–9—2/1/04 I–10—2/1/04I–11—2/1/04 I–12—2/1/04I–13—2/1/04 I–14—2/1/04I–15—2/1/04 M-929 I–16—2/1/04I–17—2/1/04 M-930 I–18—2/1/04I–19—2/1/04 I–20—2/1/04I–21—2/1/04 I–22—2/1/04I–23—2/1/04 I–24—2/1/04I–25—2/1/04 I–26—2/1/04I–27—2/1/04 I–28—2/1/04I–29—2/1/04 I–30—2/1/04I–31—2/1/04 I–32—2/1/04I–33—2/1/04 I–34—2/1/04I–35—2/1/04 I–36—2/1/04I–37—2/1/04 I–38—2/1/04I–39—2/1/04 I–40—2/1/04I–41—2/1/04 I–42—2/1/04I–43—2/1/04 I–44—2/1/04I–45—2/1/04 I–46—2/1/04I–47—2/1/04 I–48—2/1/04I–49—2/1/04 I–50—2/1/04I–51—2/1/04 I–52—2/1/04I–53—2/1/04 I–54—2/1/04I–55—2/1/04 I–56—2/1/04I–57—2/1/04 I–58—2/1/04I–59—2/1/04 I–60—2/1/04I–61—2/1/04 I–62—2/1/04I–63—2/1/04 I–64—2/1/04I–65—2/1/04 I–66—2/1/04I–67—2/1/04 I–68—2/1/04I–69—2/1/04 I–70—2/1/04I–71—2/1/04 M-931 I–72—2/1/04I–73—2/1/04 I–74—2/1/04

I–75—2/1/04 I–76—2/1/04I–77—2/1/04 I–78—2/1/04I–79—2/1/04 I–80—2/1/04I–81—2/1/04 I–82—2/1/04I–83—2/1/04 I–84—2/1/04I–85—2/1/04 I–86—2/1/04I–87—2/1/04 I–88—2/1/04I–89—2/1/04 I–90—2/1/04I–91—2/1/04 I–92—2/1/04I–93—2/1/04 I–94—2/1/04I–95—2/1/04 I–96—2/1/04I–97—2/1/04 I–98—2/1/04I–99—2/1/04 I–100—2/1/04I–101—2/1/04 I–102—2/1/04I–103—2/1/04 I–104—2/1/04I–105—2/1/04 I–106—2/1/04I–107—2/1/04 I–108—2/1/04I–109—2/1/04 I–110—2/1/04I–111—2/1/04 I–112—2/1/04I–113—2/1/04 I–114—2/1/04I–115—2/1/04 I–116—2/1/04I–117—2/1/04 I–118—2/1/04I–119—2/1/04 I–120—2/1/04I–121—2/1/04 I–122—2/1/04I–123—2/1/04 I–124—2/1/04I–125—2/1/04 I–126—2/1/04I–127—2/1/04 I–128—2/1/04I–129—2/1/04 I–130—2/1/04I–131—2/1/04 I–132—2/1/04I–133—2/1/04 I–134—2/1/04I–135—2/1/04 I–136—2/1/04I–137—2/1/04 I–138—2/1/04I–139—2/1/04 I–140—2/1/04I–141—2/1/04 I–142—2/1/04I–143—2/1/04 I–144—2/1/04I–145—2/1/04 I–146—2/1/04I–147—2/1/04 I–148—2/1/04I–149—2/1/04 I–150—2/1/04I–151—2/1/04 I–152—2/1/04I–153—2/1/04 M-952 I–154—2/1/04I–155—2/1/04 I–156—2/1/04

Page Numbers

Front Reverse

2/1/04 I–209


APPENDIX A

4/1/01

I–157—2/1/04 I–158—2/1/04I–159—2/1/04 I–160—2/1/04I–161—2/1/04 M-962 I–162—2/1/04I–163—2/1/04 I–164—2/1/04 M-966I–165—2/1/04 I–166—2/1/04I–167—2/1/04 M-985 I–168—2/1/04I–169—2/1/04 RP-851 I–170—2/1/04I–171—2/1/04 I–172—2/1/04 RP-852I–173—2/1/04 I–174—2/1/04I–175—2/1/04 RP-899 I–176—2/1/04I–177—2/1/04 I–178—2/1/04I–179—2/1/04 I–180—2/1/04I–181—2/1/04 I–182—2/1/04I–183—2/1/04 I–184—2/1/04I–185—2/1/04 I–186—2/1/04I–187—2/1/04 I–188—2/1/04I–189—2/1/04 I–190—2/1/04I–191—2/1/04 I–192—2/1/04I–193—2/1/04 I–194—2/1/04I–195—2/1/04 SOP I–196—2/1/04I–197—2/1/04 I–198—2/1/04I–199—2/1/04 I–200—2/1/04I–201—2/1/04 I–202—2/1/04I–203—2/1/04 I–204—2/1/04I–205—2/1/04 I–206—2/1/04I–207—2/1/04 I–208—2/1/041–209—4/1/01 1–210—4/1/01

Page Numbers

Front Reverse

I–210 2/1/04

MSRP-I04

Documents

Transcript of MSRP-I04