MSRP I04

Association of American Railroads
MANUAL OF STANDARDS
AND
RECOMMENDED PRACTICES
SECTION I
SAFETY AND OPERATIONS
INTERMODAL EQUIPMENT MANUAL
Published by
The Association of American Railroads
50 F Street, N.W., Washington, D.C. 20001-1564
Copyright Association of American Railroads
Printed in U.S.A.
ISSUE OF 2004
Effective 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 AARs 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 Practices
Intermodal Equipment Manual
Part 1
ORDERING INFORMATION
Copies of the various sections of this manual can be obtained as follows:
ORDERS FOR
PUBLICATIONS
Publications Department
Transportation Technology Center, Inc.
P.O. Box 11130
55500 DOT Road
Pueblo, CO 81001
Email: pubs@ttci.aar.com
Phone: Toll-free 877-999-8824, Direct 719-584-0538
Fax: 719-584-7157
TTCI Web page: www.ttci.aar.com
CIRCULAR
LETTER
SUBSCRIPTIONS
Subscriptions to Circular Letters of the AAR Safety and Operations Technical
Services are available in hardcopy or electronic format (online access via AARs
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 719-584-0538
Fax: 719-584-7157
Email: pubs@ttci.aar.com
AAR Web page: www.aar.org
TTCI Web page: www.ttci.aar.com
TECHNICAL
QUESTIONS
For technical questions regarding this manual, contact the following:
Technical Committee Coordinator
Transportation Technology Center, Inc.
P.O. Box 11130
55500 DOT Road
Pueblo, CO 81001
Email: intermodal@ttci.aar.com
Phone: 719-585-1880
Fax: 719-585-1895
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TO THE USER
Section IIntermodal Equipment Manual, Manual of Standards and Recommended Practices,
Association of American Railroads (AAR), covers many aspects of intermodal systems. There are
standards, specifications, and requirements for containers; chassis and trailers; trailer hitches and
hitch lubrication; and intermodal cars. In addition, there is a standard operating procedure (SOP)
that includes procedures for securement practices, inspections, reporting, and corrective actions.
USERS 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 IIntermodal Equipment Manual, can be considered to stand alone. Other sections
and the AAR Interchange Rules may require that components be stencilled with inspection and/or
periodic maintenance data.
RESPONSIBILITY
The coverage of Section IIntermodal Equipment Manual, is the responsibility of the AAR In-
termodal Committee, unless otherwise specified.
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PREFACE
The 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 the
Association of American Railroads.
The manual is composed of the following sections:
Section A, Part ITable of Contents, Alphabetical and Numerical Index of Sections A
through N inclusive
Section A, Part IIMiscellaneous Specifications, Standards (010 Series), and Recom-
mended Practices (010 Series)
Section A, Part IIIVacant
Section BCouplers and Freight Car Draft Components (100 Series)
Section CCar ConstructionFundamentals and Details (200 and 2000 Series)
Section C, Part II, Volume 1Specifications for Design, Fabrication, and Construction of
Freight Cars, M-1001
Section C, Part II, Volume 2Appendices M-1001
Section C, Part IIISpecifications for Tank Cars, M-1002
Section DTrucks and Truck Details (300 and 3000 Series)
Section D, Part IICode for Designating Design Features for Side Frames and Truck Bol-
sters (300 and 3000 Series)
Section EBrakes and Brake Equipment (400 and 4000 Series)
Section E, Part IIElectronically Controlled Brake Systems
Section FVacant
Section GWheels and Axles (600 Series)
Section G, Part IIWheel and Axle (Shop) Manual (600 Series)
Section HJournal Bearings and Lubrication (700 Series)
Section H, Part IIRoller Bearing (Shop) Manual (700 Series)
Section H, Part IIILubrication (Shop) Manual (700 Series)
Section IIntermodal Equipment Manual
Section JSpecification for Quality Assurance, M-1003
Section KRailway Electronics
Section K, Part IIRailway Communications
Section LLettering and Marking of Cars (900 Series)
Section MLocomotives and Locomotive Equipment
Section NMulti-Level Manual
Specifications 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 be
followed by a three- or four-digit number. The first digit, 0 through 9, indicates the section in which
the standard or recommended practice can be found, as shown in parentheses above.
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TABLE OF CONTENTS IN
ALPHABETICAL SEQUENCE
Subject Standard Page
Bad Order Device for Identification of Defective Hitches . . . . . . . . . . . . . . . . . . . . M-985 I167
Car Owners Manual for the Inspection and Maintenance of Double-Stack
Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RP-899 I175
Closed Van Containers for Domestic Intermodal Service . . . . . . . . . . . . . . . . . . . . M-930 I17
Double-Stack Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RP-851 I169
Grease for Lubrication of Trailer Hitches on Flatcars. . . . . . . . . . . . . . . . . . . . . . . M-929 I15
Highway Trailer Hitches for Freight Cars with 90,000-lb Maximum Gross vehicle
Weight Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-928A I8
Highway Trailer Hitches for Freight Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-928 I1
Intermodal Container Support and Securement System for Freight Cars. . . . . . . M-952 I153
Intermodal Equipment Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RP-852 I172
Remanufacture of TOFC Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-962 I161
Standard Operating Procedures for Intermodal Securement . . . . . . . . . . . . . . . . . SOP I195
TOFC Portable Bridge Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-966 I164
Trailers for Intermodal Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-931 I71
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TABLE OF CONTENTS IN
NUMERICAL SEQUENCE
Standard Subject Page
M-928 Highway Trailer Hitches for Freight Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1
M-928A Highway Trailer Hitches for Freight Cars with 90,000-lb Maximum Gross vehicle
Weight Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I8
M-929 Grease for Lubrication of Trailer Hitches on Flatcars . . . . . . . . . . . . . . . . . . . . . . I15
M-930 Closed Van Containers for Domestic Intermodal Service . . . . . . . . . . . . . . . . . . . I17
M-931 Trailers for Intermodal Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I71
M-952 Intermodal Container Support and Securement System for Freight Cars. . . . . . I153
M-962 Remanufacture of TOFC Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I161
M-966 TOFC Portable Bridge Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I164
M-985 Bad Order Device for Identification of Defective Hitches . . . . . . . . . . . . . . . . . . . I167
RP-851 Double-Stack Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I169
RP-852 Intermodal Equipment Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I172
RP-899 Car Owners Manual for the Inspection and Maintenance of Double-Stack
Container Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I175
SOP Standard Operating Procedures for Intermodal Securement . . . . . . . . . . . . . . . . I195
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M-928
HIGHWAY TRAILER HITCHES FOR FREIGHT CARS
Specification
M-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 testing
requirements of highway semitrailer hitches of 65,000-lb maximum gross vehicle weight capacity
that will be approved for application to freight cars. This specification also applies to new hitch
designs 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 hitch
structure or the trailer kingpin to a longitudinal force greater than 240,000 lb at any impact speed
up to and including 10 mph.
2.0 CONSTRUCTION
Hitches shall be built to include all items necessary to satisfy the functional requirements of this
specification 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 hitchs trailer-retaining feature from losing its grip
on 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 the
trailer to the hitch must indicate, by visual inspection from the ground and from both sides of the
car, if and when the locking mechanism is positively locked and the kingpin is properly seated in
the kingpin-retaining mechanism.
2.3 The kingpin-retaining mechanism, whether manually or automatically operated, must be of a
design 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 standard
configurations 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 a
loaded trailer, with its pneumatic or mechanical brakes applied, into the locked position where
required by the kingpin-retaining mechanism design.
2.5 Lateral and longitudinal loads shall be applied to the major diameter of the kingpin as close
to the base of the trailer as possible.
2.6 The hitchs 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 hitchs
trailer-support member must be flat for a minimum width of 23.5 in. The top of the trailer-support
member 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 brakes
applied, to the hitch-neutral position within a tolerance of 10% of the fore and aft hitch-head
travel.
2.8 The height of a trailer-support members top surface shall be 47 in. 3/8 in. above the tire
runway surface, measured vertically at each side of the trailer-support member with the hitch
locked upright. The trailer support members top surface shall be level within 1/8 in. above a flat
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M-928
level base plate measured vertically 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 the
structural members.
2.10 The trailer hitch kingpin locking jaws will have a hardness of 330370 BHN.
3.0 TEST CONDITIONS
The 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 inspection
and 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 impact
speed up to and including 10 mph when tested on a car equipped with standard draft gear. Hitches
without built-in cushioning must meet the requirements of this specification when tested on a car
with car body cushioning that provides a kingpin force not exceeding 240,000 lb at a 10-mph
impact.
3.1.2 Hitch cushioning must be qualified on each type of car on which the hitch is intended to be
applied.
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 the
production application design.
3.1.2.2 In the case of cars having multitrailer capability, a hitch must be installed at each trailer
location.
3.1.3 The car equipped with hitches under test shall be the hammer car (moving car). Unless the
car is equipped with a cushioning device (other than standard draft gear) that is considered part of
the cushioning system, it is to be equipped with 24 5/8-in. standard pocket draft gears that are in
good 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, each
loaded with sand or other granular material to a minimum gross rail weight of 220,000 lb. The
handbrake is to be set tightly on the third (non-struck) car in the string. Free slack between cars is
to be removed without compressing the draft gears. No restraint other than the handbrakes on the
last car is to be used. All anvil cars are to be equipped with AAR standard draft gears meeting
AAR 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 with
AAR 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 concrete
blocks 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 cars
at speeds of 4, 6, 8, and 10 mph (in this order) in both directions. Additional impacts may be made
at 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 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 stand
in a manner representative of an average commercial application.
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M-928
3.2.2 A vertical downward load of 54,000 lb shall be applied to the support member of the hitch
for 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 the
kingpin 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 jacking
beam arrangement that will simultaneously apply a vertical reaction force at one side of the
trailer support member. The jacking beam arrangement and the jacking force must develop the
minimum 150,000-lb force on one side of the kingpin collar. This loading shall be applied for a
duration 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 must
not exceed 5 during this test. Upon completion of the test, any permanent deformation of the
hitchs 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 Recommended
Practices, 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 shall
be measured during each impact and at both kingpins.
5.0 SERVICE PERFORMANCE
A conditional Certificate of Approval shall carry a stipulation limiting the number of applications
to 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 must
be inspected by representatives designated by the AAR. If the condition of the hitches on these
cars is satisfactory, an unconditional Certificate of Approval may be granted.
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APPENDIX A M-928
APPENDIX A
INSTRUCTIONS REGARDING THE APPLICATION FOR CERTIFICATE OF
APPROVAL
The following instructions will govern the Intermodal Car Performance Subcommittees applica-
tion and approval of highway semitrailer hitches for freight cars.
1.0 The manufacturer is to make application to the ChiefTechnical Standards, Transportation
Technology 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 is
desired.
3.0 Each application shall be accompanied by four sets of drawings that provide the following
information:
3.1 Drawings shall show the general arrangement, overall dimensions, and type of materials for
the 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 hitchs supporting
structure 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 manufacturers facility may be
approved 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 with
paragraph 3.0 of this specification. Upon completion of individual impacts made in accordance
with paragraph 3.0, the official observer shall be provided with data as outlined in paragraphs 4.2
and 4.3 of this specification. These data shall be considered tentative until such time as they are
checked and a final report on the tests is made. Charges covering the time and expenses of the
official observer will be rendered to the manufacturer.
6.0 The manufacturers representative may discontinue the test at any time and withdraw the
manufacturers device if desired.
7.0 Representatives of any other hitch manufacturer will not be permitted to be present during
the 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 approved
by 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, the
manufacturer shall submit four copies of the test data to the Intermodal Car Performance
Subcommittee. A report will be issued by the Intermodal Car Performance Subcommittee and
shall contain all required test data and copies of oscillogram records showing the kingpin forces
measured during the impact tests as required under paragraph 3.0 of this specification. Copies of
the AAR report shall be distributed to the Committee.
10.0 A conditional Certificate of Approval will be issued after all the requirements of this
specification have been met as evidenced by the report of the Intermodal Car Performance
Subcommittee and after the concurrence of the Committee.
11.0 Unconditional approval will be issued by the Committee in accordance with paragraph 5.0 of
this specification.
12.0 After a conditional Certificate of Approval is issued, if a manufacturer desires to make any
changes that significantly affect the cushioning, structural adequacy, or trailer securement
features of the hitch or if a change is made in identifying specifications for the purpose of
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APPENDIX A M-928
clarification or correction, the Intermodal Car Performance Subcommittee shall be advised. The
Committee 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 average
commercial installation of a hitch in order to establish that standards are being maintained.
Failure to pass this test may cause revocation of the manufacturers certificate at the discretion of
the Committee. The test shall be conducted at an AAR test site or the manufacturers facility. The
manufacturer shall make its facility available to the AAR upon request or shall waive the
restriction of conducting tests only at an AAR test site or the manufacturers facility.
14.0 After a Certificate of Unconditional Approval has been granted for a design of a hitch, the
Committee may, at any time, check the service performance of any device of this type. Evidence of
unsatisfactory performance or discovery of undesirable conditions may cause revocation of the
certificate at the discretion of the Committee.
15.0 Manufacturers shall advise the ManagerIntermodal Car Performance Subcommittee of all
sales 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 cushioning
equal 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. Other
changes in car design will be reviewed on an individual basis.
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APPENDIX B M-928
APPENDIX B
TRACTOR 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 C M-928
APPENDIX C
APPROVED CUSHION UNITS
The following cushion units are approved for the indicated car/hitch combinations:
Cushion Unit Type of Hitch Approved Type of Car
Keystone 6-in. unit
Part No. 9976
ACF 5C 89-ft flatcar
Keystone 8-in. unit
Part No. 10929
ACF 5C Santa Fe modified
a/
flatcar from boxcar
a/ Pending car approval by the Equipment Engineering Committee
Miner TCU-40 ACF 5C Single platform flatcar
Miner TCU-5 ACF 5C 89-ft flatcar
Oleo WX-2269 (HC-506) ACF 5C 89-ft flatcar
Oleo WX-2063 (HC-508) ACF 5C 89-ft flatcar
Oleo Wx-2202 (HC-908F) ACF 6H TG Railway modified flatcar from boxcar
Oleo WX-2202 (HC-908F) ACF 5C Santa Fe modified
a/
flatcar from boxcar
Oleo WX-2569 (HC-906S) ACF 5C 89-ft flatcar
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M-928A
HIGHWAY TRAILER HITCHES FOR FREIGHT CARS WITH 90,000-LB
MAXIMUM GROSS VEHICLE WEIGHT CAPACITY
Specification
M-928A
Adopted: 2003
1.0 SCOPE
1.1 This specification became effective September 1, 2003.
requirements 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 put
into 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 a
freight car will not subject the hitch structure or the trailer kingpin to a longitudinal force greater
that 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 validated
through a static test.
2.0 CONSTRUCTION
Hitches shall be built to include all items necessary to satisfy the functional requirements of this
specification 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 hitchs trailer-retaining feature from losing its grip
on 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 to
securing the trailer to the hitch must indicate, by visual inspection from the ground and from both
sides of the car, when the locking mechanism is positively locked and the kingpin is properly
seated 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 when
locked.
2.3 The kingpin-retaining mechanism, whether manually or automatically operated, must be of a
design 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 standard
configurations 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 a
loaded trailer, with its pneumatic or mechanical brakes applied, into the locked position where
required by the kingpin-retaining mechanism design.
2.5 Lateral and longitudinal loads shall be applied to the major diameter of the kingpin as close
to the top surface of the trailer-support member of the trailer as possible.
2.6 The hitchs 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 hitchs
trailer-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-928A
2.7 Cushioned hitches must be designed so as to return a trailer, having its parking brakes
applied, to the hitchs neutral position within a tolerance of 10% of the fore and aft hitch-head
travel.
2.8 The height of a trailer-support members top surface of shall be within 3/8 in. of the design
height 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 at
each side of the trailer-support member with the hitch locked in an upright position. The trailer
support members top surface shall be level within 1/8 in. above a flat level base plate measured
vertically 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 the
structural members. The use of pins with heads is recommended so that only one pin retainer is
required per pin. Additionally, it is recommended that the pin retainer be located in an area that is
easily inspected; the outside surfaces are recommended.
2.10 The trailer hitch kingpin locking jaws will have a hardness of 330370 BHN.
3.0 TEST CONDITIONS
The 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 inspection
and 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 service
must not exceed 240,000 lb of kingpin force at any impact speed up to and including 10 mph when
tested on a car equipped with standard draft gear. Hitches without built-in cushioning that are
designed for free/unrestricted interchange service must meet the requirements of this specification
when tested on a car with car body cushioning that provides for a kingpin force not exceeding
240,000 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 meet
the static test requirements.
3.1.2 Hitches with built-in cushioning that are designed for free/unrestricted interchange service
must be qualified on each type of car on which the hitch is intended to be applied. Hitches without
built-in cushioning that are designed for free/unrestricted interchange service must be qualified on
a typical car type, to be determined by the hitch manufacturer and agreed upon by the AAR, to
verify the structural adequacy of the hitch.
3.1.2.1 Hitch manufacturer shall furnish, for inspection and evaluation of the hitch application
and 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 with
hitches designed to provide cushioning for the trailer are to be equipped with 24 5/8-in. standard
pocket 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 provide
cushioning 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, each
loaded with sand or other granular material to a minimum gross rail weight of 220,000 lb. The
handbrake is to be set tightly on the third (non-struck) car in the string. Free slack between cars is
to be removed without compressing the draft gears. No restraint other than the handbrakes on the
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M-928A
last car is to be used. All anvil cars are to be equipped with AAR standard draft gears meeting
MSRP Specification M-901E.
3.1.5 The test car shall be loaded with a trailer at all hitch locations. Trailers must comply with
AAR 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 into
the anvil cars at speeds of 4, 6, 8, and 10 mph (in this order) in both directions. The test car that is
designed for controlled interchange service is to be impacted into the anvil cars at speeds in 2-mph
increments from 2 mph up to a speed at which the 240,000-lb kingpin force is reached. Additional
impacts may be made at the option and expense of the manufacturer. (See MSRP Specification
M-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 stand
in a manner representative of an average commercial application.
3.2.2 For controlled/restricted interchange freight cars only, a longitudinal load of 240,000 lb
shall be applied to the hitch on a plane with and through the kingpin in position. This loading
shall 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 hitch
for 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 the
kingpin 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 jacking
beam arrangement that will simultaneously apply a vertical reaction force at one side of the
trailer support member. The jacking beam arrangement and the jacking force must develop the
minimum 150,000-lb force on one side of the kingpin collar. This loading shall be applied for a
duration 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 must
not exceed 5 during this test. Upon completion of the test, any permanent deformation of the
hitchs trailer support member that exceeds 1/8 in. will be considered a failure.
4.0 INSTRUMENTATION
Practices, 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 shall
be measured during each impact and at all kingpins.
5.0 MARKING
Approved hitch and hitch components will be labeled as approved for 90,000 service.
A conditional Certificate of Approval shall carry a stipulation limiting the number of applications
to 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-928A
Intermodal Car Performance Subcommittee. After the expiration of the 2-year service period, at
least 10 hitches must be inspected by representatives designated by the AAR. If the condition of
the hitches on these cars is satisfactory, an unconditional Certificate of Approval may be granted.
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APPENDIX A M-928A
APPENDIX A
INSTRUCTIONS REGARDING THE APPLICATION FOR CERTIFICATE OF
APPROVAL
The following instructions will govern the Intermodal Car Performance Subcommittees 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 ChiefTechnical Standards, Transportation
Technology 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 is
desired.
4.0 Each application shall be accompanied by four sets of drawings that provide the following
information:
4.1 Drawings shall show the general arrangement, overall dimensions, and type of materials for
the 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 hitchs supporting
structure 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 manufacturers facility may be
approved by the AAR Intermodal Car Performance Subcommittee if it contains facilities for
meeting all test requirements.
6.0 The AAR shall provide an official observer when the hitch is tested in accordance with
paragraph 3.0 of this specification. Upon completion of individual impacts made in accordance
with paragraph 3.0, the official observer shall be provided with data as outlined in paragraphs 4.2
and 4.3 of this specification. These data shall be considered tentative until such time as they are
checked and a final report on the tests is made. Charges covering the time and expenses of the
official observer will be rendered to the manufacturer.
7.0 The manufacturers representative may discontinue the test at any time and withdraw the
manufacturers device if desired.
8.0 Representatives of any other hitch manufacturer will not be permitted to be present during
the 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 approved
by 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, the
manufacturer shall submit four copies of the test data to the Intermodal Car Performance
Subcommittee. A report will be issued by the Intermodal Car Performance Subcommittee and
shall contain all required test data and copies of oscillogram records showing the kingpin forces
2/1/04
2/1/04 I13
APPENDIX A M-928A
measured during the impact tests as required under paragraph 3.0 of this specification. Copies of
the AAR report shall be distributed to the Committee.
11.0 A conditional Certificate of Approval will be issued after all the requirements of this
specification have been met as evidenced by the report of the AAR representative (observer) and
after the concurrence of the Committee.
12.0 Unconditional approval will be issued by the Committee in accordance with paragraph 6.0 of
this specification.
13.0 After a conditional Certificate of Approval is issued, if a manufacturer desires to make any
changes that significantly affect the cushioning, structural adequacy, or trailer securement
features of the hitch or if a change is made in identifying specifications for the purpose of
clarification or correction, the Intermodal Car Performance Subcommittee shall be advised. The
Committee 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 average
commercial installation of a hitch in order to establish that standards are being maintained.
Failure to pass this test may cause revocation of the manufacturers certificate at the discretion of
the Committee. The test shall be conducted at an AAR test site or the manufacturers facility. The
manufacturer shall make its facility available to the AAR upon request or shall waive the
restriction of conducting tests only at an AAR test site or the manufacturers facility.
15.0 After a Certificate of Unconditional Approval has been granted for a design of a hitch, the
Committee may, at any time, check the service performance of any device of this type. Evidence of
unsatisfactory performance or discovery of undesirable conditions may cause revocation of the
certificate at the discretion of the Committee.
16.0 Manufacturers shall advise the Intermodal Car Performance Subcommittee of all sales of
hitches during the 2 years following the issuance of a conditional Certificate of Approval. These
reports must be submitted every 6 months.
17.0 Use of a certified noncushioned hitch must be limited to cars having car body cushioning
equal 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. Other
changes in car design will be reviewed on an individual basis.
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APPENDIX B M-928A
APPENDIX B
RECOMMENDED 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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2/1/04 I15
M-929
GREASE FOR LUBRICATION OF TRAILER HITCHES ON FLATCARS
Specification
M-929
1.0 SCOPE
This specification covers grease suitable for lubricating retractable trailer hitches, stanchions, or
other screw-type or knockdown-type devises used in securing highway trailers to flatcars.
2.0 PROPERTIES AND TESTSGENERAL
2.1 Soaps and Fillers
The grease shall be a homogeneous combination of well-refined mineral oil, lithium soap, and
molybdenum disulphide compounded so as to obtain a minimum of separation of the constituents
over long periods of time. It shall contain no fillers such as clay, talc, mica, or gypsum.
2.2 Mineral Oil
2.2.1 Content
The grease shall contain a high-quality, solvent-refined mineral oil as determined by ASTM
Method D-128.
2.2.2 The petroleum oil, extracted in accordance with ASTM Method D-128, shall conform to the
following 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 with
age or exposure.
3.1.2 Samples taken from well-mixed contents of a container shall conform to the following
requirements:
3.2 Packing
Lubricant for trailer hitch on flatcars shall be put up in 5-lb friction-top cans or in metal drums or
containers, according to the purchasers requirements as specified on the orders.
Requirements Method of Analysis
Saybolt Univ. viscosity at 210 F Min. 78 seconds ASTM D-445
Viscosity index Min. 80 seconds ASTM D-2270
Requirements Method of Analysis
Worked consistency at 77 F MM/10 265295 ASTM D-217
Dropping point, F Min. 360 ASTM D-566
Oxidation stability, psi drop in 100 hours Max. 12 ASTM D-942
Moisture, percentage Max. 0.20 ASTM D-95
Corrosion test Must pass Fed. Test Method 791
Method 5304
Molybdenum disulfide (300-mesh maximum size) percentage by weight Min. 3.0
Lithium hydroxy stearate soap, percentage by weight 4.09.0
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M-929
3.3 Marking
The seller shall mark each can, drum, or container as follows:
3.4 Place of Making Tests
Tests governing the acceptance or rejection of lubricant for trailer hitch on flatcars will ordinarily
be made at the laboratory of the purchaser and at purchasers expense.
3.5 Certification
The purchaser may, if he or she so elects, request the seller to furnish a certified copy of sellers
laboratory test report showing that the lubricant furnished fully meets the requirements of this
specification. The request for the certified report must accompany the order for any lot of grease so
purchased.
3.6 Rejection
Lubricant for trailer hitch on flatcars that fails to conform to the requirements of this specification
will be rejected, and the seller will be notified.
3.7 Rehearing
Samples tested in accordance with this specification that represent rejected material shall be held
for 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 FLATCARS
AAR Spec. M-929
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M-930
CLOSED VAN CONTAINERS FOR DOMESTIC INTERMODAL SERVICE
Specification
M-930
CONTENTS
Paragraph
or Appendix Topic Page
1.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I20
2.0 Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I20
3.0 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I20
4.0 General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I21
4.1 Handling Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I21
4.2 Exterior and Interior Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I21
4.3 General Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I22
4.4 Gooseneck Container Tunnel Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I22
4.5 Maximum Gross Weight Ratings (MGWR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I23
4.6 Special Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I23
4.7 Marking, Identification, and Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I24
5.0 Design Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I25
5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I25
5.2 Dynamic Load Factors for Loads Acting through Handling Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I26
5.3 Design Requirements for Specific Parts of the Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I27
6.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I30
6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I30
6.2 Dimensional Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I31
6.3 Stacking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I31
6.4 Lifting from the Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I31
6.5 Strength for Side or Straddle Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.6 Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.7 Front End Wall Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.8 Rear End Wall Strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.9 Side Wall Strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.10 Roof Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.11 Floor Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I32
6.12 Racking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I33
6.13 Weatherproofness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I33
6.14 Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
7.0 Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
8.0 Certification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
9.0 Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
10.0 Oversight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
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M-930
LIST OF FIGURES
11.0 Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
12.0 Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I34
Appendix A Closed-Van, Dry-Cargo, Domestic Container, 28 ft Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I60
Appendix B Requirements for Containers Equipped with Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I65
Appendix C Thermal Domestic Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I70
Fig. Number Caption Page
Fig. 13.1 Extreme dimensions for 8-ft 0-in.-wide 20-ft and 40-ft containers only . . . . . . . . . . . . . . . . . . . . . . . . . . . . I35
Fig. 13.2 External dimensions for 8-ft 6-in.-wide closed van containers longer than 40 ft . . . . . . . . . . . . . . . . . . . . . . I36
Fig. 13.3 External dimensions for 8-ft 6 3/8-in.-wide high-cube, closed van containers longer than 40 ft . . . . . . . . . . I37
Fig. 13.4 Top corner fittings on 20-ft and 40-ft containers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I38
Fig. 13.5 Bottom corner fittings on 20-ft and 40-ft containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I39
Fig. 13.6 Top intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I40
Fig. 13.7 Top intermediate fitting for 8-ft 6 3/8-in.-wide, high-cube, closed van containers longer than 40 ft . . . . . . . . I41
Fig. 13.8 Bottom intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . I42
Fig. 13.9 Bottom intermediate fitting for 8-ft 6 3/8-in.-wide, high-cube, closed van containers longer than 40 ft . . . . . I43
Fig. 13.10 Bottom corner fitting for 8-ft 6-in.-wide containers longer than 40 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I44
Fig. 13.11 Front aperture for high-cube units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I45
Fig. 13.12 Dimensions of gooseneck tunnel for standard cube containers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I46
Fig. 13.13 Dimensions of gooseneck tunnel for 8 ft 6 3/8-in.-wide high-cube, closed van containers longer than 40 ft . I47
Fig. 13.14 Top rail protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I48
Fig. 13.15 Lift pads (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I49
Fig. 13.16 Maximum gross weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I50
Fig. 13.17 Maximum legal DOT weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I50
Fig. 13.18 Dynamic strength requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I51
Fig. 13.19 Stacking requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I51
Fig. 13.20 Top lift requirement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I52
Fig. 13.21 Straddle lift requirements (45-ft, 48-ft, 53-ft units only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I52
Fig. 13.22 Straddle lift requirements (20-ft and 40-ft units only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I53
Fig. 13.23 Longitudinal restraint requirement (20-ft to 40-ft unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I53
Fig. 13.24 Longitudinal restraint requirement (compression and tension) (45-ft, 48-ft, and 53-ft units) . . . . . . . . . . . . . I54
Fig. 13.25 Longitudinal end fitting compression restraint requirement (45-ft, 48-ft, and 53-ft units) . . . . . . . . . . . . . . . . I54
Fig. 13.26 Transverse restraint requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I55
Fig. 13.27 Front and rear strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I55
Fig. 13.28 Side wall strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I56
Fig. 13.29 Roof strength (anywhere on the roof) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I56
Fig. 13.30 Ultimate floor strength (distributed load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I57
Fig. 13.31 Ultimate floor strength (centered load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I57
Fig. 13.32 Floor deflection requirement (uniformly distributed load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I57
Fig. 13.33 Longitudinal racking requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I58
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Fig. 13.34 Transverse racking requirement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I58
Fig. A.2 External dimensions for 8-ft 6-in.-wide 28 ft long closed van containers . . . . . . . . . . . . . . . . . . . . . . . . . . I62
Fig. A.3 Upper handling fittings for a 28-ft closed van container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I63
Fig. A.8 Dimensions of gooseneck tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I64
Fig. B.1 Type I electrical connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I68
Fig. B.2 Type II electrical connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I69
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CLOSED VAN CONTAINERS FOR DOMESTIC INTERMODAL SERVICE
Specification
M-930
1.0 SCOPE
1.1 This specification defines the design, testing, inspection, and performance requirements for
domestic, closed, van-type, cargo containers that are demountable from railway cars and highway
chassis 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 base
specification. If the containers are also to be used in the marine mode, reference the ISO 1496
series 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 AAR
regulations.
2.0 OBJECTIVES
This specification is intended to provide minimum standards for the purchase and construction of
containers to be used in the rail and highway modes of transport. The specification will identify
the design and test parameters required for new domestic containers to ensure a minimum
15 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 specification
to place restrictions on the structural design methods or the use of any materials.
3.0 DEFINITIONS
Term Definition
Double 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 Fittings
Refer to Fig. 13.1 for positioning dimensions and manufacturing tolerances of lifting/stacking
aperture 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-approved
twist lock or pin locks. Handling fittings must be capable of utilizing manual, semiautomatic, and
fully 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 Wide
The container must be equipped with four top and four bottom corner fittings as shown in
Figs. 13.4 and 13.5.
4.1.2 Handling Fittings for Containers 8 ft 6 in. Wide or High-Cube Containers
8 ft 6 3/8 in. Wide and Longer Than 40 ft
The container may be equipped with ISO or wide-top pick (WTP) handling fittings, subject to the
purchasers specification and agreements with handling railroads.
4.1.2.1 The ISO container must be equipped with four top and four bottom handling fittings as
shown 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 additional
handling 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 as
shown in Figs. 13.7 and 13.9. These fittings must be located at the 40-ft intermediate locations as
shown 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. Additional
apertures may be provided at other locations as required by the user.
4.1.3 Unit Numbers
The unit number shall be stamped into the roadside lower front fitting and the curbside lower rear
fitting.
4.2 Exterior and Interior Dimensions
The 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 Dimensions
General dimensions must be as follows:
4.4 Gooseneck Container Tunnel Dimensions
Gooseneck container tunnel dimensions shall be as specified in Fig. 13.12 for standard containers
and Fig. 13.13 for high-cube containers.
Table 4.1 Exterior dimensions of an unloaded container
Nominal Exterior Actual Exterior Tolerance Interior Minimum
Length
20 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.
Width
8 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.
Height
8 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 cube
a/
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 Access
Access to the inside of the container by the door must be from at least one end.
4.6.2 Weatherproof Requirement
The 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 locations
subject 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 Deflection
When the container is loaded to the maximum gross weight with the cargo evenly distributed over
the surface of the floor, its base structure must not deflect below the bottom of the lower handling
fittings.
4.6.4 Base Plane Clearance of Containers
The 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 Profile
No part of the container may project beyond the permissible overall external dimensions when the
container is in an unloaded condition.
4.6.6 Upper Handling Fitting Projection
The top of the upper handling fittings must project a minimum of 1/8 in. above any other part of
the container structure except the intermediate frame header and reinforcement described in
paragraph 5.2.6.1.
4.6.7 Recessing of Fasteners
The side sill configuration must provide for fasteners to be recessed inside the overall width of the
containers.
4.6.8 Manifest Receptacle
When specified, one weather-tight manifest receptacle shall be provided. The minimum pocket size
shall be 13 in. high, 6 1/2 in. wide, and 5/8 in. deep. The receptacle shall not protrude beyond the
overall external dimensions of the container.
Table 4.2 Maximum gross weight ratings
Nominal Length
(ft)
Maximum Gross Weight Rating (MGWR
(lb) (lading plus tare)
53 67,200
48 67,200
45 67,200
40 67,200
20 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 side
of the top rail, centered between the intermediate frames, as shown in Fig. 13.14. The design is to
provide 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 the
40-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 pad
attachments 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 Consideration
Design should optimize maintenance-free operation with minimal wind resistance. Design should
incorporate industry standard components and parts to provide ease of maintenance and repair.
4.7 Marking, Identification, and Coating
4.7.1 Marking
Each container shall have a two- to four-digit alpha reporting mark, ending in U, that is assigned
in accordance with the provisions of ISO Standard 6346. This code, which represents the vehicles
owner or lessee, shall be followed by a maximum six-digit number, which shall be determined in
accordance with the AAR Code of Trailer and Container Service Rules and shall be located on all
four sides of the container, as indicated in ISO 6346. Also, the tare and maximum gross weights
shall be shown on the curb-side (right-hand) rear door. In addition, the following shall be indicated
on the containers:
Manufacturers name plate
Manufacturers 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 decalWhen 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 Fittings
Intermediate 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 be
painted 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, the
tag 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 Placarding
Hazardous 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 side
rail and 60 in. inboard from ends, all four sides.
4.7.5 Undercoating
Underside shall be coated with a protective coating to include the floor bottom side and the inside
of 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 from
imposed accelerations acting through the securement. The following minimum load factors and
the 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 the
minimum 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 Standard
Blast profile, SSPC-6 2.0 2.5 mil
Primer, zinc epoxy, 65% dry weight 2.0 2.5 mil dry
Finish, poly, isocyanate 9approved) 3.5 VOC 2.0 2.5 mil dry
Criteria Minimum Acceptable Standard
X-hatch adhesion (ASTM D-3359) 5B
Impact 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 creep
very slight rust run-down
no field blisters
Artificial weathering (ASTM G-53/QUVA) 3000 hours
80% at 60 specular gloss retention
color accuracy E 4.0
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5.1.4 Unless otherwise noted, all structural design requirements must be met without exceeding
the minimum yield strength of any portion of the structure. This requirement will be referred to as
an elastic case. Equipment builder must be prepared to demonstrate through analysis and test
that this requirement is met.
5.2 Dynamic Load Factors for Loads Acting through Handling Fittings
(Reference Fig. 13.18.)
5.2.1 Static Loads
The static loads for design purposes are obtained by multiplying the load factors in paragraph 5.2
by the maximum gross weight of the containers as listed in paragraph 4.5.
5.2.2 Load Paths
Loads 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 the
forces 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 and
at the 40-ft intermediate frame locations on containers over 40 ft.
5.2.3 Multiplicity of Forces
Design loads so obtained are assumed to act singly or simultaneously in any combination of the
vertical, longitudinal, and lateral directions.
5.2.4 Support and Restraint
When 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 will
be primarily the same as on the railcar, except that containers with intermediate frames can be
restrained at the extreme frame ends. Additional support and restraint will be achieved by front
lower 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 by
the 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 longitudinal
compressive restraint loads by the lower pair of handling fittings located at either extreme end of
the container.
5.2.5.3 Containers must be capable of taking lateral restraint loads in either direction by any
lower pair of handling fittings on either side of the containers.
5.2.6 Terminal Operations
In 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 lift
shoes that engage the containers at the underside of the bottom rails. Bottom rails may require lift
pads.
5.2.6.1 Upper Handling Fitting Reinforcement
The intermediate frame headers must be a minimum of 32 in. wide and may incorporate integral
rain troughs on each side. The area surrounding the upper handling fittings of the intermediate
frames must be reinforced to reduce vertical impact damage caused by top lift equipment. The
reinforced 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 Container
Vertical 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 the
extreme ends of containers, as well as at the intermediate lifting frames at the 40-ft locations on
45-, 48-, and 53-ft. containers. The top surface of the reinforced area must be flush with or below
the top surface of the handling fittings.
5.2.6.2 Stacking Posts
Stacking posts must be straight within 1/8 in. convex or concave. Intermediate framing must
have the elastic structural capability of supporting the equivalent of three containers loaded to
their maximum gross weight on the four top handling fittings (one container plus another loaded
dynamically 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 the
four top handling fittings is not to exceed AAR well car clearance width, accounting for maximum
tolerances 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% of
the maximum payload over each side wall. Side walls must be designed to elastically withstand
localized bottom lifting forces described in paragraph 6.5 that may be imposed without bottom rail
protectors, although they may be used for additional protection if desired. In addition to meeting
the structural requirements, the upper and lower side rails should be designed to resist damage
from 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 Walls
The front end wall must be designed to elastically withstand a load equal to 40% of the maximum
payload 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 to
sustain the following loads with no catastrophic failure of the rails, side panels, or connections that
would prevent the loaded container from being safely lifted from the well of a double-stack car
without further damage to that portion of the container. The capability to withstand these loads
must 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 Door
The door must be designed such that when loaded beyond the design load, failure will take place in
the door locking hardware and not in the connections between the end frame and the container
body, 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, door
locking 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 fatigue
racking forces imposed in rail operation. See paragraph 6.12.2.
5.3.2.3 Locking Devices
All door seal locking devices, all door securement hardware, and all door attachment hardware
must be affixed positively by fully welding or by using tamper-proof fasteners so as to preclude
entry into the container by removal of any of the door hardware components. A minimum of one
fastener on each of the top and bottom hinges and top and bottom lock rod support bearings must
be 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 or
because of alteration 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 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 of
the door are not recommended. However, if used, they must be secured by fully welding the nut to
the 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 Hinges
Bottom hinges of doors must be placed as close as possible to the floor, preferably with not more
than 2 in. from the top surface of the floor to the bottom of the lowest hinge.
5.3.2.5 Door Hold-Open Devices
Door hold-open devices must be of a design and strength to hold doors securely against the side of
the container in the open position when not in transit.
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M-930
5.3.2.6 Door Frame
The door frame must be designed to provide protection for the door hinges.
5.3.2.7 Secondary Lock and Customs Seal
The design must provide for a secondary security hasp on the main door inboard operating rod
approximately 54 in. below the top of the container. The design must also provide for a customs
seal on the locking handle and retainer.
5.3.3 Floors
5.3.3.1 Cargo Loading
For cargo loading, the floor must be designed to elastically withstand a load of 50,000 lb (25,000-lb
payload 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 of
2.0) uniformly spread over the remaining length and width of the container floor. The floor must
also 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 (multiplied
by 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 Chassis
The floor shall be rated at 24,000 lb in accordance with TTMA RP No. 37, latest revision (also
included in Specification M-931 as Appendix A), for a container supported by a chassis (other than
the 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 be
provided written certifications of materials other than white oak. Boards or panels shall be full
length, interlocked, and secured to cross members with three countersunk 5/16-in. screws per
cross member. Floor boards are to be nominal 12 in. wide and include ship lap and crusher bead
joint. 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 if
approved by the purchaser.
5.3.4 Roof
The roof must be designed to withstand a uniformly distributed load of 375 lb (250 lb load factor
of 1.5) applied over a 12-in. 24-in. area anywhere on the roof. Roof stiffeners are to be designed to
reduce 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-edge
pick-up method. The lifting forces can be assumed to be imposed onto the under part of the bottom
rail through four bearing areas, each at least 18 in. long and not less than 72 in.
2
in area. It must
be 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 for
straddle lifting strength test requirements. A top rail protector as described in paragraph 4.6.9
and shown in Fig. 13.14 may be desirable for containers subject to side lifting.
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M-930
6.0 TESTING
6.1 General
6.1.1 Test Survival
Containers must be able to pass satisfactorily the tests described in this section. Upon completion
of testing, the container must remain serviceable and have no test-induced visible or measurable
permanent deformation in any portion of the structure. Minor dimensional changes and local
deformations or buckling of panels are acceptable as long as no other signs of yielding have
occurred, dimensional requirements are not exceeded, and operation of the container in normal
service would not be impaired. The use of train gauges will be required to evaluate fatigue life of
selected areas.
6.1.2 Instrument Calibration
A certificate showing the date of the latest calibration of the test instruments must be made avail-
able.
6.1.3 Alternative Methodologies
The test equipment and methods of testing described are not intended to be restrictive. Alternate
equivalent 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 the
specification is met.
6.1.4 Test Medium
For the purpose of consistency and uniformity, water or pressurized air is recommended as the test
medium to determine the ability of the end and side walls to withstand resultant forces imposed
by the cargo on these members. Other methods that produce equivalent loading (e.g., dry sand in
loose bulk or in bags free from flex) may be used at the discretion of the test engineer. For other
structural members, the tests may be conducted with dry loads as described in the following para-
graphs.
6.1.5 Residual Bulge
After the static loads have been applied and removed and before measurements are taken on the
extent 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 material
and a temporary residual bulge. The former is caused by the applied stress exceeding the elastic
limit of the material. The latter is not permanent and may be caused by slippage of a panel
beneath 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 was
applied and may show a measurable amount of residual bulge. However, the container will return
to 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 Sequence
The test described must be performed on the same container. The order of testing may be altered
as desired.
6.1.7 Fatigue Testing
Container shall be fatigue tested using a variety of tests to simulate service conditions. Test setup
and evaluation are to be as follows:
6.1.7.1 Strain Gauging
Strain gauges must be applied to any structural member subjected to absolute stress magnitudes
greater 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-930
to be determined using structural analysis or knowledge derived from previous testing to locate
the critical stress points. Gauge locations are to be approved by the oversight auditor described in
paragraphs 10.0 and 11.0 of this specification. Strain readings will be recorded for each cyclical
test (paragraphs 6.4.2, 6.11.3, and 6.12.2).
6.1.7.2 Acceptance
Maximum allowable stress range for fatigue considerations at any gauge location is determined
using 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 100,000
cycles. 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 the
definition given in paragraph 6.1.1, nor shall any individual gauge exceed the maximum allowable
range for that location.
6.2 Dimensional Requirements
Before starting any test, overall dimensions must be taken to ensure that the container is within
specified tolerances. At the completion of all tests, overall dimensions must again be taken to
ensure 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 handling
fitting. For containers longer than 40 ft, the pads must be at the intermediate frame locations. The
pads must be centered under the fittings and must 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 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, where
dropping 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 the
container being tested (8 ft 0 in or 8 ft 6 in) and be centered over the aperture of the top fitting of
the 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 and
1 in. in the transverse direction, either side of the aperture center, for a total of 5 minutes. This
simulates an upper level container stacked in two offset locations.
6.3.3 The stacking frame structures may be individually tested to equivalent loads. Only one
frame need be tested, except in the case where the two frames are not identical, in which case each
frame 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 Test
The container under test must be loaded to twice its MGWR and lifted from all four top handling
fittings in such a way that no noticeable acceleration is applied. The lifting forces must be applied
vertically. The container must be suspended for not less than 5 minutes and then lowered to the
ground. (Reference Fig. 13.20.)
6.4.2 Dynamic (Fatigue) Test
The container shall be tested to simulate loading/unloading from a chassis to a railcar and back to
a chassis. The primary objective of this test is evaluation of the tunnel area, bottom fittings, and
connections. The container under test must be uniformly loaded to 67,200 lb gross weight. The
container will be lifted from the upper handling fittings from chassis to railcar and back with a
19,000-lb stacking load to simulate the weight of the spreader. The test will be repeated through
1,500 cycles.
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M-930
6.5 Strength for Side or Straddle Lifting
The 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 be
loaded to twice its MGWR for this test and must remain on the supports for a period of not less
than 5 minutes. (Reference Figs. 13.21 and 13.22.)
6.6 Restraint
6.6.1 Longitudinal
The container loaded to its MGWR must be restrained longitudinally by securing a lateral pair of
bottom 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 railcar
securement, at the opposite end of the container. The force must first be applied in compression
and then in tension. (Reference Figs. 13.23, 13.24, and 13.25.)
6.6.2 Transverse
Each pair of transverse bottom fittings must be tested for lateral restraint. The container loaded to
its MGWR must be restrained laterally by securing one of the transverse pair by the aperture to a
suitable 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 be
first applied in compression and then in tension. The test must be repeated for each pair of lateral
bottom fittings. (Reference Fig. 13.26.)
6.7 Front End Wall Strength
The front end wall shall be tested with a force of 40% of the container maximum payload uniformly
applied to the entire front end wall.
6.8 Rear End Wall Strength
The 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 Strength
The 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 be
tested, except in the case where the two sides are not identical, in which case both sides must be
tested. The test load must be applied for a minimum of 5 minutes and then slowly released. (Refer-
ence Fig. 13.28.)
6.10 Roof Strength
A force of 375 lb (250 lb 1.5 G) must be distributed uniformly in a downward direction over an
area 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 of
2.0) uniformly distributed over any 10 linear ft within the container and with the balance of the
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M-930
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 of
43,600 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 of
the concentrated load. (Reference Figs. 13.30 and 13.31.)
6.11.2 Floor Deflection Test
When the container is loaded to its MGWR uniformly distributed over its floor, its base structure
must 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 Chassis
The 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 or
exceed 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 and
vertical movement by securing a pair of handling fittings, as defined in paragraph 5.2.2 for railcar
operation, 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 longitudinally
to the container through the top handling fitting at the opposite end of the container. The force
must 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 to
the top handling fitting apertures for each stacking frame to replicate the action of a container on
top of the unit being tested. The transverse load cycle will consist of a 0.225 MGWR load applied in
tension and then compression with a downward vertical load simultaneously applied. The vertical
load at each aperture will consist of a constant 0.45 MGWR. Perform a minimum of 2,500 cycles for
testing. Container shall be tested to simulate action from a container loaded on top of the container
tested while in rail transit.
6.12.2.2 Anchor the empty container from transverse and vertical movement securing all four
bottom 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 of
a container on top of the unit being tested. The transverse load cycle will consist of a 0.225 MGWR
load applied in tension and then compression with a downward vertical load simultaneously
applied. 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 installation
of the interior lining.
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M-930
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 than
15 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 for
a period of not less than 5 minutes. There must be no evidence of water entry into the container
following this test.
6.14 Acceptance
Upon completion of each of the prescribed tests, the container must remain serviceable and must
not show any permanent deformation or abnormality that would make it unsuitable for use.
7.0 CENTER OF GRAVITY
The container builder shall furnish the purchaser with the vertical center of gravity (CG) of the
empty complete container, as measured from the bottom casting surface. This information shall
also be provided on the certification plate (see paragraph 8.0).
8.0 CERTIFICATION PLATE
Containers 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 the
container 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 the
specification in effect or published at the time of the order. (Reference Fig. 13.35.)
9.0 APPROVALS
Approval 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 OVERSIGHT
All testing required under this specification is to be witnessed and approved by an independent
oversight group, preferably the American Bureau of Shipping (ABS). The oversight auditor will be
responsible for verifying that the test procedure meets the intent of the test specification and that
the results either pass or fail the requirements. If an AAR-approved testing facility is utilized, no
independent oversight is required.
11.0 RECORDS
The oversight group or AAR-approved testing facility must seal the approval documentation from
the 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 handling
carriers. Handling carriers, subject to prior agreement with individual equipment owners, may
refuse undocumented or unapproved equipment.
12.0 REPAIR PROCEDURES
The 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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M-930
13.0 FIGURES
Fig. 13.1 Extreme dimensions for 8-ft 0-in.-wide 20-ft and 40-ft containers only
D6
C 2
C2
W
P
P
P
D4
H
D5
S
L
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 maximum
20 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-930
Fig. 13.2 External dimensions for 8-ft 6-in.-wide closed van containers longer than 40 ft
L 2
S
P
W
C2
C1
H
S
C1
D5
D6
D3
D4
H
P
C2
P
D1
D2
L 1
SE E VIE W A
5" MI N.
C1
12" MI N.
L 2
VIE W A
TYP. 4 PLACE 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 oppo
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-930
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
E B1
S
L2
L1
E
B1
H
D1
D2
D3
D4
A
P3
C3
C3
B1
6"
2 1/2"
9 1/4" MIN.
L2
W
SEE VIEW A
VIEW A
Typ 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 oppo
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.
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-930
Fig. 13.4 Top corner fittings on 20-ft and 40-ft containers
+
1
16"
-0"
4
7
8 "
DIA
R
9
16"

1
16"
+0
-
1
16"
R"
4"
+0
-
1
16"
+
1
16"
-0"
2"
R
2"
+
1
16"
-0"
R2"
+
1
16"
-0"
1
5
16"
+0
-
1
16"
2
7
8 "
MIN
HOLE
R" MAX A
B
A
B
OPTIONAL RADIUS
(TYP. 4 PLACES)
+
1
16"
-0"
2"
4
5
16"
MIN
THESE SURFACES
TO BE IN LINE
WITHIN
1
16"
.
" 45 CHAMFER
+
1
16"
-0"
SECTION AA
R" MAX
R
1
6 "
MAX
OPTIONAL RADIUS
(TYP 4 PLACES)
R
3
8 "
MAX
TYP
5
8 "
MIN
TYP
7
16"
MIN
13
16"
MAX
+0
-
1
16"
13
16"
5
7
8 "
MIN
6
15
32"
MIN
R" MAX
TYP 4 PLACES
SECTION BB
5
8 "
MIN
TYP
R1
7
16"
+ 0"
1
16"
+ 0"
1
16"
3"
1
1
8 "
+ 0"
1
16"
1
16"
1
16"
13
16"
+ 0"
1
16"
+ 0"
1
16"
R"
1
8 "
3
1
8 "
HOLE
+
1
16"
-0"
R
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-930
Fig. 13.5 Bottom corner fittings on 20-ft and 40-ft containers
OPTIONAL RADIUS
(TYP 4 PLACES)
R" MAX
+
1
16"
-0"
4
7
8 "
DIA
R" MAX
R
9
16"

1
16"
+0
-
1
16"
R"
A
B
A
B
OPTIONAL RADIUS
(TYP. 4 PLACES)
+
1
16"
-0"
2"
R
7
16"

1
16"
3
1
8 "
HOLE
+
1
16"
-0"
4
5
16"
MIN
13
16"
+
1
16"
-0"
2"
4"
+0
-
1
16"
+
1
16"
-0"
2"
+
1
16"
-0"
1
1
8 "
THESE SURFACES
TO BE IN LINE
WITHIN
1
16"
.
" 45 CHAMFER
+
1
16"
-0"
R
3
8 "
MAX
TYP
5
8 "
MIN
TYP
7
16"
MIN
13
16"
MAX
+0
-
1
16"
13
16"
5
7
8 "
MIN
6
15
32"
MIN
R" MAX
TYP 4 PLACES
SECTION BB
SECTION AA
1
1
8 "
+ 0"
1
16"
3"
+ 0"
1
16"
R" MAX
R
1
8 "
MAX
NOTES:
2/1/04
I40 2/1/04
M-930
Fig. 13.6 Top intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft
+0"
-
1
16"
1
1
8 "
4
7
8 "
MIN
+0
-
1
16"
6"
+
1
16"
-0"
4
7
8 "
DIA
CONTAINER
WIDTH
+
1
16"
-0"
2"
TOP VIEW
SECTION BB
8
7
8 "
MIN
5
8 "
MIN
7
16"
MIN
13
16"
MAX
+0
-
1
16"
13
16"
THESE SURFACES
TO BE IN LINE
WITHIN
1
16"
.
SECTION AA
" 45 CHAMFER
+
1
16"
-0"
R" MAX
R
1
8 "
MAX
3
1
8 "
+
1
16"
-0"
SIDE VIEW
CONTAINER
HEIGHT
+
1
16"
-0"
2"
A
A
B B
NOTES:
2/1/04
2/1/04 I41
M-930
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.
2/1/04
I42 2/1/04
M-930
Fig. 13.8 Bottom intermediate fitting for 8-ft 6-in.-wide containers longer than 40 ft
1
1
8 "
+ 0"
1
16"
4
7
8 "
MIN
+0
-
1
16"
6"
+
1
16"
-0"
4
7
8 "
DIA
CONTAINER
WIDTH
+
1
16"
-0"
2"
TOP VIEW
SECTION BB
8
7
8 "
MIN
5
8 "
MIN
7
16"
MIN
13
16"
MAX
+0
-
1
16"
13
16"
SIDE VIEW
CONTAINER
HEIGHT
+
1
16"
-0"
2"
A
A
B B
THESE SURFACES
TO BE IN LINE
WITHIN
1
16"
.
SECTION AA
" 45 CHAMFER
+
1
16"
-0"
R" MAX
R
1
8 "
MAX
3
1
8 "
+
1
16"
-0"
"
3"
8"
"
BOTTOM PLANE
OF CONTAINER
NOTES:
2/1/04
2/1/04 I43
M-930
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.
2/1/04
I44 2/1/04
M-930
Fig. 13.10 Bottom corner fitting for 8-ft 6-in.-wide containers longer than 40 ft
SIDE VIEW END VIEW
+
1
16"
-0"
2"
R
A
B
A
B
8
7
8 "
MIN
5
8 "
MIN
7
16"
MIN
13
16"
MAX
+0
-
1
16"
13
16"
5
8 "
7
16"
MIN
13
16"
MAX
+0
-
1
16"
13
16"
6
15
32"
MIN
SECTION BB
THESE SURFACES
TO BE IN LINE
WITHIN
1
16"
.
SECTION AA
+
1
16"
-0"
1
1
8 "
" 45 CHAMFER
+
1
16"
-0"
R" MAX
R
1
8 "
MAX
3
1
8 "
+
1
16"
-0"
R
+
1
16"
-0"
2"
+0
-
1
16"
6"
CONTAINER
WIDTH
+
1
16"
-0"
2"
+
1
16"
-0"
4
7
8 "
DIA
+0
-
1
16"
R"
R
9
16"
OPTIONAL SIDE
FACE APERATURE
SECTION BB
4"
+ 0"
1
16"
NOTES:
2/1/04
2/1/04 I45
M-930
Fig. 13.11 Front aperture for high-cube units
2/1/04
I46 2/1/04
M-930
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. minimum
Tunnel 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. nominal
Forward protrusion of bottom corner fitting from front cross member D 0 in. to 5/16 in.
2/1/04
2/1/04 I47
M-930
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. minimum
2/1/04
I48 2/1/04
M-930
Fig. 13.14 Top rail protection
A
R
E
A

T
O

B
E

P
R
O
T
E
C
T
E
D
9
'-O
" M
IN
IM
U
M
2/1/04
2/1/04 I49
M-930
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
I50 2/1/04
M-930
Fig. 13.16 Maximum gross weights
Paragraph 4.5
Fig. 13.17 Maximum legal DOT weights
Paragraph 4.5
40-ft, 45-ft, 48-ft, and 53-ft containers
maximum gross container weight = 67,200 lb
* DOES NOT INCLUDE CHASIS WEIGHT
20 ft 0-in. container
maximum gross container weight = 52,900 lb
2/1/04
2/1/04 I51
M-930
Fig. 13.18 Dynamic strength requirements
Paragraph 5.2
Fig. 13.19 Stacking requirement
Paragraph 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
I52 2/1/04
M-930
Fig. 13.20 Top lift requirement
Paragraph 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" M
in.
2'-0"
2'-0"
UNOBSTRUCTED AREA
8"
NOTE:
1. CONTAINER IS LOADED TO 2.0 MGW, SUPPORTED ON
FOUR 4-IN. 18-IN. SURFACES (134,400 LB FOR 67,200 MGWR)
2/1/04
2/1/04 I53
M-930
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" M
IN
. - 20'
16'-0" M
IN
. - 40'
2'-0"
2'-0"
UNOBSTRUCTED AREA
8"
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
I54 2/1/04
M-930
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.
2/1/04
2/1/04 I55
M-930
Fig. 13.26 Transverse restraint requirements
Paragraph 6.6.2
Fig. 13.27 Front and rear strength
Paragraphs 6.7 and 6.8
0.3 x MGW
SECURED TO SUITABLE
ANCHOR 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
I56 2/1/04
M-930
Fig. 13.28 Side wall strength
Paragraph 6.9
Fig. 13.29 Roof strength (anywhere on the roof)
Paragraph 6.10
U
.
D
.
L
.
NOTES:
1. UDL = .30 ALLOWABLE PAYLOADA
2. MGW TARE = PAYLOAD (67,200 9,400 = 57,800)
12
375 LBS DISTRIBUTED (250 LBS X 1.5)
24
2/1/04
2/1/04 I57
M-930
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
I58 2/1/04
M-930
Fig. 13.33 Longitudinal racking requirements
Paragraph 6.12.1
Fig. 13.34 Transverse racking requirement
Paragraph 6.12.2
1.0 x MGWR
SECURED TO SUITABLE
ANCHOR 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
T
E
N
S
IO
N
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.
2/1/04
2/1/04 I59
M-930
Fig. 13.35 AAR certification plate
Paragraph 8.0
FLOOR RATING:
MANUFACTURERS NAME
MEETS AAR M-930-XX
AND CG IS XX INCHES.
24,000 LBS.
2/1/04
I60 2/1/04
APPENDIX A M-930
APPENDIX A
CLOSED-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 shall
apply unless deviation is indicated in this appendix. The numbering system of this appendix and
its figures corresponds to the numbering in the basic specification.
1.2 Reference
The 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 and
Fig. 13.10. The container must also be equipped with two top and two bottom handling fittings as
shown 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 in
Fig. 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 be
located adjacent to the lower front and rear handling fittings.
4.6.13 Intermediate Frame
An intermediate frame shall be located 19 ft 6 1/2 in. from one end of the container (preferably
from 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 container
Length
Nominal Actual Tolerance
28 ft 28 ft 0 in. +0 in. 1/4 in.
Table A.2 Maximum gross weight ratings
Nominal Length
(ft)
Maximum Gross Weight Rating (MGWR)
(lb) (lading plus tare)
28 36,000
2/1/04
2/1/04 I61
APPENDIX A M-930
4.6.14 Bottom Apertures
A pair of bottom apertures shall be located 23 ft 8 in. from one end of the container for the stacking
adapter interface. See Fig. A.2.
4.6.15 Guide Openings
A pair of openings shall be located in the container understructure for well car cones and guides
per Fig. A.2.
5.0 STRENGTH REQUIREMENTS
5.2.2 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
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 of
the payload load factor of 2.0 uniformly spread over the remaining length of the container floor.
5.3.5 Straddle Lift Area
6.0 TESTING
6.3 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 intermediate
bottom fitting and one at each corner fitting farthest away from the intermediate fitting. The pads
must 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 times
the maximum gross weight of a 67,200 lb MGWR container must be applied as a stacking load
equally on the four upper handling fittings. The force represents a container with two 67,200-lb
MGWR containers stacked on top of it, where dropping 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 a 96-in.-wide container fit-
ting and be centered over the aperture of the top fitting of the container under test. The load must
be 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 and
1 in. in the transverse direction, either side of the aperture center, for a total of 5 minutes. This
simulates 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 remaining
length of the container floor.
Container Length Center- to-Center Spacing of Lifting Shoes (Minimum)
28 ft 16 ft 0 in.
2/1/04
I62 2/1/04
APPENDIX A M-930
Fig. A.2 External dimensions for 8-ft 6-in.-wide 28 ft long closed van containers
FRONT
3" Min.
Guide Clearance
T
R
S4
14" Min.
Guide Clearance
View C
Typ. 2 Places
View B
Typ. 2 Places
View A
Typ. 4 Places
3" Min.
Guide Clearance
10"
Min.
C1
T
R
10"
Min.
T
R
3" Min.
Guide Clearance
10"
Min.
W
S1, S2, S3
C1
S1
S3
D10
C1
H
SEE VIEW A
C2
D6
SEE VIEW C
D9
SEE VIEW B
W
S2
S4
C1
C2
P
W
D11
D12
P
D1
D2
P
C2
D3
D4
D5
D6
R
T
C2
C2
D7
S1
S2
S2
P
C2
S2
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.
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. minimum
W = 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).
2/1/04
2/1/04 I63
APPENDIX A M-930
Fig. A.3 Upper handling fittings for a 28-ft closed van container
R
1
8 "
MAX
OPTIONAL END FACE APERTURE
R
B B
+
1
16"
-0"
2"
THESE SURFACES TO
BE IN LINE WITHIN
1
16"
+
1
16"
-0"
3
1
8 " R"
MAX
R
1
8 "
MAX
+
1
16"
-0"
" 45 CHAMFER
SECTION AA
2 "
+
1
16"
-0"
R"
+0
-
1
16"
4
7
8 "
+0
-
1
16"
+0
-
1
16" 4"
6 "
+0
-
1
16"
A
+
1
16"
-0"
2"
A
R
SECTION BB
+
1
16"
-0"
ADJACENT TO
APERTURE
13
16"
ADJACENT TO
APERTURE
6
15
32"
MIN
7
16"
MIN
13
16"
MAX
5
8 "
7
16"
MIN
13
16"
MAX
5
8 "
8
7
8 "
MIN
+0
-
1
16" 1
1
8 "
13
16"
+ 0"
1
16"
NOTES:
2. DIMENSIONS ARE IN INCHES.
2/1/04
I64 2/1/04
APPENDIX A M-930
Fig. A.8 Dimensions of gooseneck tunnel
TW
CMR
X
X
D
TB TC
TL
Tunnel length TL 94 in. minimum
Section XX
Side Elevation at Longitudinal Axis
2/1/04
2/1/04 I65
APPENDIX B M-930
APPENDIX B
REQUIREMENTS FOR CONTAINERS EQUIPPED WITH ELECTRICAL
POWER
1.0 TYPES
Electrically powered equipment shall be designed for operations as either Type I or Type II defined
below. Reference American National Standard ANSI C84.1-1995, Electric Power Systems and
EquipmentVoltage 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 frequency
of 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 in
Fig. B.1 and shall be capable of supplying current of 50 A per phase. The device shall be rated at
300 V.
1.1.3 For rotating electrical machinery, the locked rotor current for Type I equipment shall not
exceed 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 ABC
electric power is supplied and connected as shown in Fig. B.1. The plug on the container-mounted
electrical appliance shall be male as illustrated in Fig. B.1. Plugs shall be waterproof when in
place in approved receptacles and shall have resilient protectors or other means of preventing
damage to threads when the plug is not coupled.
Note: As used in this section, the term waterproof means so constructed as to withstand a
stream 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 of
not less than 5 minutes, without leakage. The hose nozzle should be adjusted so as to give a solid
stream 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 frequency
of 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 illustrated
in Fig. B.2 and shall be capable of supplying a current of 30 A per phase. The device shall be rated
at 600 V.
1.2.3 For rotating electrical machinery, the locked rotor current for Type II equipment shall not
exceed 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 in
approved receptacles and shall have resilient protectors or other means of preventing damage to
threads when the plug is not coupled.
2.0 SPECIAL FEATURES
2.1 Overload Protection
Equipment shall be provided with protection such that the electrical appliances are protected from
electrical overloads. Automatic reset devices may be used, provided component temperatures are
not allowed to exceed safe levels. Internal short circuit protection, not to exceed two times the full
2/1/04
I66 2/1/04
APPENDIX B M-930
load current, shall be provided in the equipment unless the branch circuit protection is adequate
for the purpose.
2.2 Grounding and Shielding
A continuous equipment grounding conductor shall be provided at the plug and through the power
cord to the equipment. All live parts in the equipment shall be shielded from accidental contact.
2.3 Power Cable
A power cable shall be permanently attached to the electrical appliance and shall be no less than
15 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. It
shall 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 mode
applications, reference the Coast Guard requirements for cable size.
2.4 Cable Storage Area
The container shall have a storage area or compartment large enough to stow the power cable. If a
portion of the cable is intended to be stored in the compartment during operation, the storage area
shall be ventilated.
2.5 Receptacle Covers
Receptacles 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 Sealing
The plug shall be sealed to the power cable by suitable means so as to be waterproof.
2.7 Weather Protection
All electrical controls shall be in a weatherproof enclosure or be protected in such a manner as to
prevent the penetration of salt air and moisture.
2.8 Wiring Diagram
A schematic or wiring diagram shall be mounted on an easily accessible door of the unit. All wires
shall be identified by marking or color coding to reflect information on the schematic or wiring dia-
gram.
2.9 Mountings
All 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 and
handling 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 the
equipment that prevents operation of the unit when in the off position. The unit shall operate
automatically under its own control system when in the on position.
2.10.2 Indicator Light
A low-intensity indicator light shall be provided that shall be illuminated whenever the on/off
switch is on.
2/1/04
2/1/04 I67
APPENDIX B M-930
2.11 Equipment Nameplate
Equipment nameplates shall include electrical ratings and other electrical information as follows:
3.0 ELECTRICAL POWER SUPPLY AND PROTECTION
3.1 Receptacle Circuit Breakers
Each receptacle provided for Type I or Type II equipment should be provided with a circuit breaker
on the line side of the power receptacle to provide overcurrent protection for the power supply and
to protect the power supply, power cable, and electrical equipment against short circuits.
3.2 Type I
The 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 a
maximum of 10 seconds; shall interrupt currents in excess of 600 A without intentional delay; and
shall trip on a continuous current of not more than 90 A.
3.3 Type II
The 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 a
maximum of 10 seconds; shall interrupt current in excess of 300 A without intentional delay; and
shall trip on a continuous current of not more than 50 A.
Type. . . . . . . . . . . . . . . . . . (I, II)
Voltage . . . . . . . . . . . . . . . Three phase
Full Load Current. . . . . . . . Amperes (at rated voltage, 60 Hz and Std. temperatures)
Locked Rotor Current . . . . Amperes (at rated voltage and 60 Hz)
2/1/04
I68 2/1/04
APPENDIX B M-930
Fig. B.1 Type I electrical connector
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2/1/04
2/1/04 I69
APPENDIX B M-930
Fig. B.2 Type II electrical connector
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2/1/04
I70 2/1/04
APPENDIX C M-930
APPENDIX C
THERMAL DOMESTIC CONTAINER
1.0 SCOPE
This appendix defines the design requirements for a closed-van, thermal container in addition to
or in lieu of the basic preceding specification. The basic specification shall apply unless deviation is
indicated in this appendix. The numbering system of this appendix corresponds to the numbering
in the basic specification.
4.2 Exterior and Interior Dimensions
Thermal containers may be equipped with exterior-mounted temperature control appliances that
may 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 dimensional
compatibility.
Interior dimensions should be the maximum possible. Paragraphs 4.3.1 through 4.3.3 are not
applicable to thermal containers.
Interior dimensions shall be measured from the interior faces of the walls (including any ribs if so
equipped), 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 Requirements
The interior surface and container structure shall be constructed so as to facilitate cleaning. The
surface and the insulation shall not be functionally affected by cleaning methods such as wet
steam cleaning.
8.1 Thermal Rating
When a thermal rating of the container is desired, the container shall be rated in accordance with
Refrigerated Transportation Foundation Specification 1-89, or latest revision.
2/1/04
2/1/04 I71
M-931
TRAILERS FOR INTERMODAL SERVICE
Specification
M-931
CONTENTS
Paragraph
1.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I75
2.0 Objectives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I75
3.0 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I75
4.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I75
5.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I80
6.0 Landing Gear Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I83
7.0 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I84
8.0 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I84
9.0 Markings and Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I84
10.0 Additional Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I85
11.0 Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I85
12.0 Certification of Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I85
Appendix A. Rating of Trailer Floors for Fork Lift Truck Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I99
1.0 Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I99
2.0 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I99
3.0 Purpose and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I100
4.0 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I100
5.0 Modes and Criteria of Failure and Critical Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I100
6.0 Principal Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I101
7.0 Fail-Safe Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I101
8.0 Experimental Procedure for Determining Floor System Load rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I101
9.0 DynamicFatigue Floor System Strengths. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I103
10.0 Floor System Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I104
11.0 Alternate Methods for Determining Floor System Load Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I104
12.0 Test Device Selection and Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I105
Appendix B. Closed-Van, Dry-Freight, Straight-Floor, and Drop-Frame (Non-Wheel Housing) Trailers . . . . . . . . . I107
1.0 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I107
2.0 Entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I107
3.0 Weather-Tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I107
4.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I107
5.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I108
6.0 Door and Door Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I109
2/1/04
I72 2/1/04
M-931
Appendix C. Open Top, Straight Floor Highway Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I111
1.0 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I111
2.0 Entry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I111
3.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .I111
4.0 Tarpaulin Tie-Downs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I112
5.0 Chains and Binders (If Specified). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I112
6.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I112
7.0 Door and Door Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I113
Appendix D. Closed-Van Thermal Trailers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I115
1.0 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I115
2.0 Strength Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I115
3.0 Sanitary Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I115
4.0 Thermal Rating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I115
Appendix E. Platform Trailers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I116
1.0 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I116
2.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I116
3.0 Strength and Component Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I116
4.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I116
5.0 Securement Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I117
Appendix F. Tank Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I118
1.0 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I118
2.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I118
3.0 Maximum Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I118
4.0 Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I118
5.0 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I118
6.0 Design Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I119
7.0 Thickness of Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I119
8.0 Tank Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I119
9.0 Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I119
10.0 Certificate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I119
Appendix G. Container Chassis for Intermodal Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I120
1.0 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I120
2.0 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I120
3.0 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I120
4.0 Strength Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I120
5.0 Structural Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I122
6.0 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I123
7.0 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I124
8.0 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I124
9.0 Special Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I124
10.0 Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I125
Paragraph
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M-931
LIST OF TABLES AND FIGURES
11.0 Markings and Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I125
12.0 Certification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I125
13.0 Untried-Type Chassis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I125
Appendix H. Illustrations of TOFC Van Trailers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I129
Fig. or
Table Number Caption Page
Table 4.1. Load conditions for trailers up to 65,000-lb maximum gross weight (MGW) . . . . . . . . . . . . . . . . . . . . . . . . . I76
Table 5.1. Test requirements for trailers up to 65,000 lb maximum gross weight (MGW). . . . . . . . . . . . . . . . . . . . . . . . I81
Fig.12.1. Trailer support distributed loading for dynamic capacity cycling requirements . . . . . . . . . . . . . . . . . . . . . . . I86
Fig.12.2. Trailer support requirementslongitudinal strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I86
Fig.12.3. Trailer support requirementslateral strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I87
Fig.12.4. Trailer lift pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I87
Fig.12.5. Landing gear envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I88
Fig.12.6. Trailer supportvertical height outline dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I88
Fig.12.7. Mounting hole pattern in landing gear support bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I89
Fig.12.8. Kingpin and upper coupler plate gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I90
Fig.12.9. Test load locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I91
Fig.12.10. Kingpin test fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I92
Fig.12.11. Landing gear longitudinal and lateral (bending) strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I93
Fig.12.12. Landing gear vertical (compression) strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I94
Fig.12.13. Landing gear component strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I95
Fig.12.14. Landing gear lifting capacity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I96
Fig.12.15. Seven-conductor electrical connector socket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I97
Fig.12.16. Trailer clearance envelope for flatcars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I98
Table A.1. Floor system rating loadstatic test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I105
Table A.2. Floor system rating loadendurance test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I105
Fig.E.1. Front end and tie-down information label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I117
Table G.1. Acceleration forces on container securement devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I122
Fig.G.1. Chassis stacked five-high in same orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I126
Fig.G.2. Chassis stacked three-high in mixed orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I126
Fig.G.3. Four twistlock chassis/container interface dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I127
Fig.G.4. Gooseneck chassis interface dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I128
Fig.H.1. Title. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I130
Fig.H.2. TOFC (trailer on flatcar) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I130
Fig.H.3. Weightmaximum gross trailer = 65,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I130
Fig.H.4. Weightmaximum legal DOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I131
Fig.H.5. Dynamic strength requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I131
Fig.H.6. Floor strength AConcentrated and uniformly distributed load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I132
Fig.H.7. Floor strengthcross-member static strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I133
Paragraph
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Fig.H.8. Floor strengthfloorboard static strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I134
Fig.H.9. Floor strengthcross-member-to-rail connection static strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I135
Fig.H.10. Lift padsrequirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I136
Fig.H.11. Top rail protector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I137
Fig.H.12. Kingpin and upper coupler strengthfore and aft one cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I137
Fig.H.13. Kingpin and upper coupler strengthfore and aft 500,000 cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I138
Fig.H.14. Kingpin and upper coupler strengthside to side 100,000 cycles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I138
Fig.H.15. Kingpin and upper coupler strengthupward 1,000,000 cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I139
Fig.H.16. Kingpin and upper coupler strengthup and down one cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I140
Fig.H.17. Kingpin and upper coupler strengthup offset load 1,000 cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I141
Fig.H.18. Kingpin and upper coupler strengthpass/fail criteria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I141
Fig.H.19. Support requirementsdimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I142
Fig.H.20. Support requirementslift load 4,000 times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I143
Fig.H.21. Support requirementsdrop test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I143
Fig.H.22. Support requirementslongitudinal strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I144
Fig.H.23. Support requirementslateral strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I144
Fig.H.24. Landing geardurability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I145
Fig.H.25. Landing gearbending strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I145
Fig.H.26. Landing gearcompression test with leg extended. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I146
Fig.H.27. Landing gearcompression test with leg retracted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I147
Fig.H.28. Landing gearcompression test with both legs extended. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I148
Fig.H.29. Wall strengthsidewall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I149
Fig.H.30. Wall strengthfront and rear wall strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I150
Fig.H.31. Wall strengthRear wall (door) strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I150
Fig.H.32. Wall strengthroof strength. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I151
Fig.H.33. Brakes, electrical, conspicuity, rear impact guard, mud flaps, manifest box . . . . . . . . . . . . . . . . . . . . . . . . I152
Fig.H.34. Center of gravity and certification plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I152
Fig. or
Table Number Caption Page
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TRAILERS FOR INTERMODAL SERVICE
Specification
M-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 railroad
intermodal service. It is not the intent of this specification to place restrictions on the structural
design methods or the use of any materials. This specification applies to all trailer types. The basic
requirements 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 OBJECTIVES
These specifications provide minimum requirements for the purchase and construction of trailers
to be used in both rail and highway modes of transport. Trailers certified under this specification
must meet all applicable federal, state, and AAR regulations.
3.0 GENERAL DESCRIPTION
3.1 Size
The maximum width is 102.36 in. (2.6 m). The maximum height is 13 ft 6 in. The maximum length
is 53 ft.
3.2 Weight Ratings
This 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 Levels
While being transported in rail or highway modes or when handled in terminal operations, the
trailer structure will be subjected to dynamic forces resulting from accelerations imposed by the
environment. The load conditions and force levels corresponding to the various operational criteria
are given in Table 4.1. For purposes of determining general design loads, the gross trailer weight is
multiplied 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 Factor
Vertical 1.7
Lateral .3
Longitudinal See specific requirements
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4.1.2 Design Loads
Design 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 Transit
When 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 Operations
When being handled in terminal operations, trailers may be supported by lifting pads that engage
the underside of the trailer bottom side rails at four locations.
4.1.3 General/Specific Load Factors
Specific 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 where
specific load factors are specified for individual structural components.
4.1.4 Deformation
The design must be such that under action of the general design loads, the trailer shall not exhibit
permanent deformation or weakening of the structure. Where deformation of individual structural
components 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 Load
1. Shear load horizontal, 3.7 MGW
fore and aft
Humping Once in life of trailer on
railcar
2. Shear load horizontal, 0.4 MGW
fore and aft
Normal 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 Floors
Flooring shall be applied in a manner to prevent damage to the trailer structure and to prevent
loss of water tightness, considering the dimensional instability of the material used.
The floor must be designed to withstand a concentrated load of 25,000 lb uniformly distributed
over any 10 linear ft within the trailer.
4.2.1.2 Lift Truck Loading
For lift truck loading, the floor must be designed to withstand, at any location, the concentrated
loadings 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 floor
rating 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 or
side loading equipment. The lifting forces can be assumed to be imposed on the underpart of the
bottom 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 in
paragraph 5.4. It is not necessary that the trailer structure contact the entire area of the lifting
shoe or bearing area. The minimum distance between bearing areas or lifting shoes on each side of
the 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, unobstructed
area on each side of the trailer of an 8-in. width, starting at the outer edge of the side wall, and of
a length approximately 2 ft less than the length of the trailer, starting 1 ft nominal from each end
of the trailer. The trailer tire and landing gear crank handle areas need not meet the 8-in. clear
depth requirement.
4.2.3 Kingpin and Upper Coupler Assembly
The kingpin and upper coupler assembly must be designed to meet operational conditions of the
rail mode listed in Table 4.1.
4.2.3.1 Kingpin
The kingpin must be constructed with a hardness of 380420 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 requirements
of 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 Assembly
The upper coupler assembly contains and supports the kingpin and forms that portion of the body
underframe or superstructure that rests on the truck tractor fifth wheel and railcar trailer hitch.
4.2.3.2.1 Protection Required
The 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 and
during all normal intermodal operating conditions.
Trailer Length Center-to-Center Spacing of Bearing Areas (Minimum)
15 ft to 30 ft 10 ft
30 ft to 40 ft 16 ft
Over 40 ft 20 ft
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4.2.3.2.2 Interface with Tractors
The truck tractor must be able to be raised to the kingpin and lowered from the kingpin with no
interference with, or damage occurring to, the trailer underframe or to items attached to the
trailer.
4.2.3.2.3 Interface with Railcar Hitches
Railcar trailer hitches must be able to be raised to the kingpin and lowered from the kingpin with
no interference with, or damage occurring to, the trailer underframe or to items attached to the
trailer.
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 connecting
these 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 to
interaction of various components.
4.2.4.2 Design Requirements
4.2.4.2.1 Location
Landing gear shall be located from the centerline of the kingpin in keeping with the truck tractor
semitrailer interchange coupler dimensions shown in SAE J-701, latest revision, and shall provide
a stable support for the trailer.
4.2.4.2.2 Manual Landing Gears
Where manually operated landing gears are used, they must be of the two-speed type.
4.2.4.2.3 Wheels or Pads and Axles
Landing gear shall be equipped with wheels or pads and axles, if used.
4.2.4.2.4 Location Envelope
The permissible envelope for location of landing gear feet relative to the trailer kingpin is shown in
Fig. 12.5.
4.2.4.2.5 Road Clearance
There may be no cross-axle or bracing that results in less than 12 in. of normal road clearance.
4.2.4.2.6 Dimensions
The vertical height of the mounting bracket shall provide fully extended and fully retracted
dimensions as shown in Fig. 12.6.
4.2.4.2.7 Mounting Holes
The mounting bracket shall contain mounting holes located in the pattern shown in Fig. 12.7.
4.2.4.2.8 Securement
Landing gear and all bracing attachments shall be secured by mechanical fasteners. All fasteners
shall incorporate a locking feature in their design.
4.2.4.3 Capacity Requirements
4.2.4.3.1 Lifting Capacity
Lifting capacity of both landing gears together shall be 58% MGW minimum with 1,200 in.lb
torque delivered at the input shaft.
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4.2.4.3.2 Dynamic Capacity
Trailer 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 front
and rear, but not directly over landing gear, as shown in Fig. 12.1. Trailer support must withstand
10 nominal 3-in. free drops onto landing gear with the trailer uniformly loaded to produce a static
load 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 centerline
of 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 locate
the 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 a
direction 90 to the longitudinal axis of the trailer. A 0.2 MGW will shall be applied to the outside
of 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 the
bottom of the landing gear inner leg (not including the foot member) for models without axles, and
with 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 Gear
Landing gear must be designed to lift 0.54 MGW for 200 cycles a distance of 3 in. per cycle.
4.2.5 Data Availability
Engineering and test data demonstrating that the requirements of this section have been met
must be provided to the purchaser and/or the AAR upon request.
4.3 Front End Wall
4.3.1 Kingpin Setting
The 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 Protection
The 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 underneath
the body from contacting lift shoes of lifting devices. See Fig. 12.4.
4.4.1 Lift Pad Surfaces
The lifting surface on each side shall consist of pads with a minimum length and spaced centerline
to centerline as shown in Fig. 12.4. The horizontal bearing surface of lift pads shall extend
inwardly from the outside vertical plane of the body 6 in. minimum. The vertical bearing surface
shall extend upwardly from the bottom side rail a minimum of 2 1/4 in.
4.4.2 Lifting Pad Durability
Lift pads shall be designed to serve for the intended life of the trailer, excluding accidental dam-
age.
4.4.3 Lift Pad Fastening
Lift pads shall be fastened to the trailer in a manner that prevents damage of lift pad attachments
by 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 lift
locations. 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 rails
and the edge of the roof from contacting the lift arms of lifting devices.
4.5.1 Protector Length
The top rail protectors shall be of a minimum length and be located as shown in Fig. 12.4.
4.5.2 Top Rail Protector Durability
Top 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 Fastening
Top rail protectors shall be fastened to the trailer in a manner that prevents damage of top rail
protector attachment fasteners by lift arms of lifting devices.
4.6 Underneath Clearance
The 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 on
completion, 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 meet
the 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 made
available.
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 if
the 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 not
differences are substantial enough to require testing.) If trailers being purchased are a design that
has previously been tested in accordance with the following prescribed procedure, the submission
of the complete previous test results may be required. Test data demonstrating compliance with
this specification may be requested by the AAR or the purchaser at any time.
5.2 Kingpin and Upper Coupler Assembly
The kingpin and upper coupler structure shall withstand the test procedures listed in Table 5.1
without failure or permanent deformation that would prevent checking by the kingpin gauges
illustrated in Fig. 12.8 or in SAE J700. Condition numbers in the table relate directly to operation
data 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 Strength
The floor system structure shall be physically tested in accordance with the latest revisions of the
Truck Trailer Manufacturers Association Recommended Practice RP 37 for van trailers (see
Appendix A) and RP 67 for platform trailers. The floor rating established by the above testing
must equal or exceed 12,000 lb, except for dry vans, which require a floor rating of at least
18,000 lb.
5.4 Strength for Straddle Lifting
The 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 of
not less than 5 minutes. Lift shoes shall be located longitudinally off-center, so that the front pair
will have a lift load of 1.0 MGW.
5.5 Trailer Support Strength
5.5.1 Dynamic
Except for tank trailers, trailers shall be loaded in accordance with Fig. 12.15. Landing gear legs
shall be extended to position the kingpin support plate 46 in. to 48 in. above the ground. Raise the
trailer front end until the landing gear is 2 in. to 4 in. above the ground. Then lower the trailer
front end until the complete load is reimposed gradually without impact on trailer support. This
cycle shall be repeated 4,000 times.
5.5.2 Drop Test
The 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 of
Load
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 each
direction
2 7/8 in. diameter section of
kingpin
2 7/8 in. 1 1/4 in.
2. Forward and aft +0.4 MGW
to
.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 flatcar
stanchion 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 +.335
to
.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 each
direction
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 of
kingpin 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 to
drop. Trailer support must withstand 10 nominal 3-in. drops. Trailer landing gear shall impact on
an 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 upon
concrete or steel. The test shall be repeated for each leg of the landing gear for one drop, with the
opposite leg retracted so that there is a 3-in. difference between the legs.
5.5.3 Longitudinal Strength
Test devices dimensionally simulating landing gear or landing gear inner legs may be substituted
for 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 each
landing gear leg at the location described in paragraph 4.2.4.4. The test load shall be applied both
toward the door end of the trailer and toward the front end of the trailer. See Fig. 12.2.
5.5.4 Lateral Strength
Test devices described in paragraph 5.5.3 may be used for this test. A load of 0.3 MGW shall be
applied to the trailer support in a direction perpendicular to the longitudinal axis of the trailer and
at 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 both
the inboard and outboard directions. See Fig. 12.3.
5.5.5 Durability
Following 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 be
repeated 200 times. The test must be performed at no less than 4 and no more than 8 cycles per
hour 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 manufacturers recommended mounting
bracket and brace attachment brackets shall be tested with its inner leg extended 14 1/2 in., or
fully extended if travel is less than 14 1/2 in. A load of 0.2 MGW (13,000 lb minimum) shall be
applied at the midpoint on the centerline of the axle, or within 1 in. of the bottom of the landing
gear inner leg (excluding the foot member) for models without axles. This load shall be applied
parallel 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 manufacturers recom-
mended mounting bracket and brace attachment brackets shall be tested with its inner leg
extended 14 1/2 in., or fully extended if travel is less than 14 1/2 in. A load of 1.08 MGW shall be
applied in the vertical direction onto the end of the inner leg, with or without its foot member. See
Fig. 12.12.
5.6.2.2 Upon removal of the test load in the vertical direction, the torque delivered at the input
crankshaft 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 manufacturers 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 gears rated lifting capacity per paragraph 5.6.4
applied in a vertical direction onto the end of the inner leg, torque shall be applied to the input
shaft 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 input
shaft to extend or retract the leg shall not exceed 600 in.lb.
5.6.4 Lifting Capacity
The rated lifting capacity is the maximum load (W) that a pair of landing gear legs supported by
the landing gear manufacturers recommended mounting bracket and brace attachment brackets
will elevate 1 in. when an average input torque of 1200 in.lb is applied at the input crankshaft
with the load equally divided to each leg. The vertical load shall be applied onto the end of the
inner leg, which shall be extended 14 1/2 in., or 1 in. less than fully extended if travel is less than
15 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 shall
include 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 to
Lift 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 IDENTIFICATION
Each trailer shall have an AAR-assigned, three- or four-digit, alpha reporting mark that ends in
Z. This code, which represents the vehicles owner or lessee, shall be followed by a maximum
six-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. high
and 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 and
Recommended Practices, Section K, Standard S-918.
7.0 ELECTRICAL SYSTEM
7.1 Voltage The lighting system shall be 12 V design.
7.2 Regulatory
Compliance
The number, type, and location of lights shall meet Federal
Motor Vehicle Safety Standard 108.
7.3 Electrical Line
Passage
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-Conductor
Electrical Connector
Socket
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 with
Regulations
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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The trailer builder shall furnish the purchaser with the vertical center of gravity of the empty
complete 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 Plate
Trailers 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 least
the 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 plate
shall be provided by the manufacturer or owner. The certification plate can be applied only if the
trailer 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 upon
request.
12.2 Untried Type Trailers
All trailers of an untried type must be approved by the AAR. A trailer shall be considered an
untried type when its design and configuration are not similar to designs in service. Applications
shall 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 Conspicuity
Treatment
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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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 requirementslongitudinal strength
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.
.215 MGW
EACH LEG
BOTH DIRECTIONS
TOTAL 0.43 MGW
LONGITUDINAL
STRENGTH
48"
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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Fig. 12.3 Trailer support requirementslateral strength
Fig. 12.4 Trailer lift pads
(see Paragraph 4.4)
.30 MGW LATERAL LOAD
0.1 MGW 0.2 MGW
48"
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 Spacing
28 ft 20 ft
45 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 supportvertical height outline dimensions
Dimensions
A B
Maximum
C Minimum
D
Maximum
E
Minimum
Trailers
(Except Container
Chassis and
Flatbeds)
Container
Chassis and
Flatbeds
95 88 50 45 146 45
102 94 50 45 146 45
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Fig. 12.7 Mounting hole pattern in landing gear support bracket
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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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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Fig. 12.9 Test load locations
(see Paragraph 5.2)
LOAD "B" FORE
LOAD "C" CS**
LOAD "C"
RS
CURBSIDE (CS)
LOAD "C" RS**
LOAD "C"
CS
KINGPIN COLLAR
ROADSIDE (RS)
NOTE: MOMENT APPLIED TO UPPER COUPLER ASSEMBLY AS
SHOWN RESULTS IN FIXTURE BEARING ON UPPER COUPLER
PLATE AND KINGPIN AS SHOWN. WHEN TRAILER SWAYS
TOWARD CURBSIDE, FOR EXAMPLE, LOADS ARE APPLIED
AS SHOWN ABOVE DESIGNATED "CS."
LOAD "A" AFT
LOAD "B" AFT
FORWORD
LOAD "E" DOWN*
LOAD "E" UP*
LOAD "D"*
LOAD "A" FORE
16"
LOAD "B" FORE
LOAD "A" AFT
LOAD "B" AFT
LOAD "A" FORE
LOAD "F"*
LOAD DISTRIBUTED OVER AREA
8 IN. WIDE (ONE HALF OF 17-IN.-WIDE FIXTURE) 24 IN.
LONG (FORE AND AFT DIRECTION).
** LOAD DISTRIBUTED OVER AREA
17 IN. WIDE 24 IN. LONG (FORE AND AFT DIRECTION).
*
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 1
B 2
C 3
D 4
E 5
F 6
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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 7
4 5/8-in. plain washer 6
4
a/
a/
SAE Grade 5 steel
5/8-in. 18 pitch hex head bolt 3 in. long 5
1 SAE 1010 hot-rolled steel 1 1/4 in. 17 1/2 in. 24 in. long 4
1 SAE 1010 hot-rolled steel 1 in. 12 in. 16 in. long 2
1 See detail of Item 1 1
Detail of Item No. 1
Heat treatment: heat to 1650 F. Soak thoroughly in neutral
reducing atmosphere. Quench in water. Draw to
380420 BHN.
Material: SAE 150 hot-rolled steel or equivalent.
2.12 DIA
3.25
1.25
1.38
3.00 DIA
.12 R
3.00 DIA
SAW
C
LKINGPIN
2.62
View X
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Fig. 12.11 Landing gear longitudinal and lateral (bending) strength
(see Paragraph 5.6.1)
SIDE VIEW
UNLOADED LANDING GEAR INPUT
CRANKSHAFT TORQUE NOT TO
EXCEED 600 IN.-LB (ONE LEG).
MOUNTING BRACKET AND BRACE
ATTACHMENT BRACKETS PER
LANDING GEAR MANUFACTURER'S
RECOMMENDATIONS.
FULLY RETRACTED
14 " OR FULLY EXTENDED IF
TRAVEL IS LESS THAN 14 ".
1"
0.2 MGW LONGITUDINAL LOAD
(13,000 LB MIN) LOAD APPLIED TO
MIDPOINT ON CENTERLINE OF AXLE
OR TO LOWER 1" OF INNER
LEG FOR MODELS WITHOUT AXLES.
TOP VIEW
0.2 MGW
LONGITUDINAL LOAD
(13,000 LB MIN)
0.2 MGW
LONGITUDINAL LOAD
(13,000 LB MIN)
0.2 MGW
LATERAL LOAD
(13,000 LB MIN)
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Fig. 12.12 Landing gear vertical (compression) strength
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M-931
Fig. 12.13 Landing gear component strength
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
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M-931
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. 11/4 +.002 .005 (6.35 + .051 .127)
2. External contact No. 2 through 7 inclusive3/16 +.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 Circuits
Wht White Ground return to towing vehicle
Blk Black
a/
a/
It is recommended to balance the circuits as practicable.
Clearance, side-marker, and identification lamps
Yel Yellow Left-hand turn signal and hazard signal lamps
Red Red Stop lamps and antilock devices
Grn Green Right-hand turn signal and hazard signal lamps
Brn Brown
a/
Tail, clearance, side-marker lamps, and license plate lamps
Blu 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.
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APPENDIX A M-931
APPENDIX A
RATING OF TRAILER FLOORS FOR FORK LIFT TRUCK LOADING
(From Truck Trailer Manufacturers Association (TTMA) Recommended Practice RP 37-94, Rating
of 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 general
practice 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 a
Practice or Bulletin may be used or possible consequence of each way. TTMA has not undertaken
any such broad evaluation.
1.2 Everyone who uses Practices or Bulletins in the United States, either recommended or not
recommended by TTMA, must first satisfy himself thoroughly that neither his safety nor the
safety of his product will be jeopardized by any method he selects. These publications are reviewed
at least every five years and the date so indicated.
1.3 Definitions of specialized terms used in TTMA Recommended Practices or Technical Bulletins
may 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 a
voluntary act. When a TTMA publication is so cited, the publication becomes a requirement within
the limitations set forth by the document, standard, or contract. The following shall apply to use of
these 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 systems
for closed van trailers and containers of monocoque construction in terms of the magnitude of fork
lift 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 axle
load 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 not
address deterioration due to age, damage, or lack of maintenance.
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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 or
strength of a floor system.
4.0 DEFINITIONS
4.1 Van Trailer or Container Floor System
A floor system consists of three main structural components which serve to support a lift truck
front 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 are
expressed as follows:
5.1.1 Cross memberResidual or permanent deformation exceeding 1/4 in.
5.1.2 Floorboardeither fracture of wood laminates or visual permanent deformation of metal
planks.
5.1.3 Cross-member connection:
5.1.3.1 Shear fracture of mechanical fasteners (either clip to cross member or clip to lower side
rail).
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.
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6.0 PRINCIPAL DESIGN PARAMETERS
6.1 Some of the more important design/rating parameters which influence the load carrying
capacity of a floor system and which must be considered in detail, in designing a safe and effective
floor 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 excessive
value of lift truck front axle load is imposed is of equal importance with preventing failure at the
rated 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 by
designing the main structural components so that there exists an established favorable order or
sequence of failures of the individual floor system components. The most favorable or desirable
sequence of failure (from a standpoint of safety) would be for excessive permanent deformation of
the cross member to occur or for fracture or visual permanent deformation of the floorboard to
occur 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 LOAD
RATING
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 static
failure of each of the three main structural components.
8.1.2 Applying appropriate factor to each static strength value to account for dynamic and fatigue
loading 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 structural
components.
8.2 Floor System Loading
For each of the three main structural components of a floor system to be studied, a static load shall
be 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 each
component in turn. The static test load shall be applied by means of a test device as described in
Section 12.0.
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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 the
behavior and response of an actual floor system. This model or mock-up should be at least 8 ft long
to minimize the influence of factors related to wheel load distribution and all loading should be
conducted at or near the center cross member of the floor mock-up. The floor system shall be free
to deflect under the influence of the test load.
8.4 Determination of Static Strength
Static strength shall be defined as the maximum value of static load that is attained during the
process of failure. For each component, the static strength shall be determined by the following
tests:
8.4.1 Test 1Determining Floor System Static Strength Based on Cross-Member Fail-
ure
The test device simulating a lift truck front wheel footprints shall be placed directly over a cross
member that is centrally located in the floor system to be rated. The wheel footprint should be
positioned 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 the
cross member exceeds 1/4 in. Measure and record the static failure load.
8.4.2 Test 2Determining Floor System Static Strength Based on Floorboard Failure
The test device simulating a lift truck front wheel footprints shall be placed midway between cross
members on the floor to be rated with the test device straddling the longitudinal centerline of the
floor (i.e., one front wheel on each side of the centerline). One of the wheels should be positioned
directly 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 conditions
occur:
8.4.2.1 Glued Laminated Hardwood Floorboard
Fracture of the wood laminates and/or the glue joints at or near the point of maximum bending
moment (directly beneath the wheel). Measure and record the static failure load. Fracture is
defined here as failure of the floorboard to carry additional load.
8.4.2.2 Metal Plank
Permanent deformation of the floorboard in excess of 1/8 in. in either a longitudinal or transverse
direction. Measure and record the static failure load.
8.4.3 Test 3Determining Floor System Static Strength Based on Failure of
Cross-Member-to-Rail Connection
The test device simulating a lift truck front wheel footprints shall be placed directly over a cross
member 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 end
shear in the cross member. The wheel loads shall be gradually increased in magnitude until one of
the following failure modes occurs:
8.4.3.1 Shear fracture of mechanical fastener (either clip to cross member or clip to lower side
rail).
8.4.3.2 Elongation or excessive distortion of fastener hole.
8.4.3.3 Excessive deformations of clip.
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APPENDIX A M-931
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 DYNAMICFATIGUE FLOOR SYSTEM STRENGTHS
9.1 In actual service, during the operation of loading and unloading a trailer or container, a lift
truck 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 truck
operating on a trailer or container floor must be taken into account. This dynamic factor for a lift
truck 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 lift
truck operating within the trailer or container are 1.25 times the values produced by a static or
non-moving lift truck. The fatigue factor for a lift truck operating on a trailer or container floor
shall be 1.33. The fatigue factor addresses the effects of repeated loading and unloading of the floor
system components. These factors multiplied together result in a combined dynamic fatigue factor
of 1.66. In order to prevent premature failure from occurring in the structural members of the floor
systems during repeated operation of an actual lift truck, it is therefore necessary to account for
the dynamic and fatigue effects of a moving lift truck by dividing the static strength previously
determined in Section 8.4 by the 1.66 dynamic fatigue factor.
9.3 Computation of Dynamic-Fatigue Strength
Using the factor 1.66, the dynamic-fatigue strength of a floor system is computed from the static
strength values obtained from Section 8.4.1, 8.4.2, and 8.4.3 for each of the three main structural
components.
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
P
e
= 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).
P
f
= 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)
P
j
= 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).
R
e
= 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.
R
f
prevent failure of the floorboard.
R
j
prevent failure of the connection of the cross-member-to-rail.
R
f
P
f
1.66
---------- 0.6P
f
= =
R
j
P
j
1.66
---------- 0.6P
j
= =
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APPENDIX A M-931
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 front
axle 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 deformed
appearance 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 a
magnitude 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 floor
system 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 of
the 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 10.2.3
will occur at values of overload substantially lower than that required to fail the cross-member-to
rail connection.
10.3 In this failure sequence, the rating of the floor system based on prevention of failure of the
cross member or floorboard shall be in the primary or governing factors which establish the Load
Rating of the floor system.
10.4 Floor System Rating
For the safest conditions, the rating R of a floor system shall bear the following relationship to
the ratings obtained for the individual structural components.
11.0 ALTERNATE METHODS FOR DETERMINING FLOOR SYSTEM LOAD RATING
11.1 Floor System Endurance Testing
Cyclic 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 Load
The front axle of an actual lift truck as described in Section 12.0 (or simulated loading device) shall
be cycled over the floor system in a manner which provides the loading conditions as described in
Section 8.4 for each of the three main structural components in the floor system. The floor system
rating determined by this method shall not be reduced by the Dynamic-Fatigue Factor as required
by the static test method. (A cycle is defined as travel over the entire length of the test specimen
and return to the starting point.)
R < R
e
< R
j
and
R < R
f

< R
j
R
e
P
e
1.66
---------- 0.6P
e
= =
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APPENDIX A M-931
11.1.2 Fixed-Position Cyclic Load
A load device simulating the front axle footprint of a lift truck shall be positioned as described in
Section 8.4 and cycled for each of the three main structural components in the floor system. It
must 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 rating
determined 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 8.0
shall use a test device which simulates the front wheel footprints of an actual lift truck. The
description for this test device shall be selected from Table A.1, which provides the front axle load
and footprint consistent with the required maximum floor system load rating.
12.2 The alternate floor system load rating established by endurance testing, in accordance with
Section 8.0 shall use a lift truck (or simulated device) having a rated capacity compatible with the
floor rating. The description for a typical lift truck (or simulated device) shall be selected from
Table 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 front
axle 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 rating
must be multiplied by 1.66 to determine the front axle load to be applied to the floor system.
Table A.1 Floor system rating loadstatic test
Static Test Device Maximum Floor System Load RatingStatic 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 43
Tire Size
(Cushion Type) (in.)
18 7 18 8 21 8 21 9 21 5
Duals
21 6
Duals
21 6
Duals
Footprint (each) (in.
2
) 22 25 28.5 32 35.5 42.5 42.5
Front Axle Load (lb) 16,600 20,750 24,900 27,390 29,880 33,200 36,520
Table A.2 Floor system rating loadendurance test
Lift Truck Maximum Floor System Load RatingEndurance 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 43
Tire Size
(Cushion Type) (in.)
18 7 18 8 21 8 21 9 21 5
Duals
21 6
Duals
21 6
Duals
Footprint (ea.) (in.
2
) 22 25 28.5 2 5.5 42.5 42.5
Wheelbase* (in.) 53 56 8 58 58 63 63
No. of Wheels
a/
a/
Information only, not a significant test factor
4 4 4 4 6 6 6
Empty Weights
a/
(lb) 7,200 8,900 10,700 11,400 12,300 13,300 14,500
Capacity Rating
a/
(lb) 4,000 5,000 6,000 7,000 8,000 9,000 10,000
Front 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 to
be 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 industrial
trucks. 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 footprint
area. 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 included
in 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 percent
of 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 track
less than shown on the chart will result in a lower rating than obtained using a lift truck having a
track 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 track
greater 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 will
be no greater than the variance which is expected in material properties.
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APPENDIX B M-931
APPENDIX B
CLOSED-VAN, DRY-FREIGHT, STRAIGHT-FLOOR, AND DROP-FRAME
(NON-WHEEL HOUSING) TRAILERS
1.0 SCOPE
This appendix defines the design requirements, in addition to those outlined in the preceding basic
specification, for a newly manufactured closed-van, dry-freight, straight-floor, and drop-frame
(non-wheel housing) trailer designed for railroad intermodal service.
2.0 ENTRY
Access to the inside of the trailer by door shall be from the rear or from the front, and also from the
side, when desired by customer.
3.0 WEATHER-TIGHTNESS
The trailer shall be weatherproof as determined by the applicable test in paragraph 5.4 of this
appendix.
4.1 Side Walls (Including Doors)
The side walls must be designed to withstand a uniformly distributed load equal to 30% of the
maximum payload over each side wall, with a maximum allowable permanent deformation of
1/2 in. Side walls must be designed to withstand localized bottom lifting forces described in
paragraph 5.4 of Specification M-931 that may be imposed by bottom rails. The strength of side
doors must be consistent with side wall strength.
4.2 Front End Wall
The front end wall must be designed to withstand a load equal to 40% of the maximum payload
uniformly 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 aperture
opening such as to allow the loss of a typical carton of lading (12 in. 12 in. 12 in.).
4.3.1 Failure Mechanism
The door end must be designed such that when loaded beyond the design load, failure will take
place in the door locking hardware and not in the connections between the end frame and the
trailer body.
4.3.2 Door End Assembly
The door end assembly must be designed to withstand maximum loads and fatigue racking forces
imposed in rail operation. The door end assembly consists generally of the door frame, doors, door
hinges, door locking hardware, and the attachment of these items.
4.3.3 Rear Door Frame
4.3.3.1 Rear Door Header
The rear door header shall be designed to protect all lights and wiring from mechanical damage
during normal operations.
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4.3.3.2 Rear Door Lower Sill
The rear door lower sill shall be designed to protect lights, reflective lenses, and door lock keepers
from mechanical damage during normal operations, as typified by backing into loading platforms
and railcar bridge plates rubbing against the trailer during transit. Rubber or fabric-type bumpers
do not meet this requirement.
4.4 Roof
The roof must be designed to withstand a force of 375 lb (250 lb 1.5 G) distributed uniformly in a
downward 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 Strength
A force of 375 lb (250 lb 1.5 G) must be distributed uniformly in a downward direction over an
area 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 rear
end wall load test) have been made and before the interior lining has been applied. Water shall be
applied by stream or spray over all exterior surfaces and joints of the trailer. The water supply
pressure measured at the nozzle or spray header shall be not less than 15 psi and not more than
30 psi. The stream shall be applied to all surfaces through a nozzle of 1/2-in. I.D. from a distance
not greater than 5 ft from the surfaces being tested. If a spray rack is used, an equivalent volume
of water shall be applied through orifices that provide continuous overlapping spray cones on the
entire surface of the trailer.
5.2.2 Water shall be sprayed at such surface being tested, maintaining a uniform surface wetness
for a period of not less than 5 minutes.
5.3 Wall Strength, General
5.3.1 Test Medium
For the purpose of consistency and uniformity, water or pressurized air is recommended as the test
medium to determine the ability of the end and side walls to withstand the resultant forces
imposed by the cargo on these members. Other methods that produce equivalent loading (for
example, dry sand in loose bulk or in bags free to flex) may be used at the discretion of the test
engineer. For other structural members, the tests may be conducted with dry loads as described in
the following paragraphs.
5.3.2 Deformation
After the static loads have been applied and removed, and before measurements are taken on the
extent 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 a
temporary residual bulge. The former is caused by the applied stress exceeding the elastic limit of
the material. The latter is not permanent and may be caused by slippage of a panel beneath 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 was applied and may
show a measurable amount of residual bulge. However, the trailer will return to its original shape
if it is shaken by a slight impact, such as a drop of a few inches, or if it is transported empty for a
short distance over an unpaved road.
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APPENDIX B M-931
5.3.3 Mock-ups
A complete trailer need not be used for testing side, end, or door walls. A mock-up of the trailer
front end wall, sidewall, or rear end wall or door may be used for this test, provided the mock-up is
of the same materials and design as the trailer body.
5.3.4 Test Sequence
Wall strength shall be tested with the lining installed. The tests described may be performed in
parallel on different trailers of identical design or in series of the same trailer.
5.3.5 Permanent Deformation Measurement
The permanent deformation shall be measured at the outside face of the wall or door panel from
the original reference points.
The side wall shall be tested with the forces indicated in paragraph 4.1 of this appendix. Only one
side need be tested, except in the case where the two sides are not identical, in which case, both
sides must be tested.
The front end wall shall be tested with the forces indicated in paragraph 4.2 of this appendix.
The 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 Sequence
Rear double-swing doors shall be constructed such that the curb-side door must be opened before
the roadside door can be opened.
6.2 Alternative Design Requirement
Other door designs are permitted, providing they have the same cargo retention strength as the
hinged doors described in paragraphs 4.1 and 4.3 of this appendix.
6.3 Inside Face
The inside face of the door shall have no cargo-damaging protrusions. No fixture or device may
extend in the door space when doors are in an open position.
6.4 Door Hardware Finish
All door hardware shall have a hot-dip-galvanized finish or functional equivalent.
6.5 Door Edges
Door edges shall be suitably sealed against the weather to preclude moisture entry into the core.
6.6 Positive Locking Device
At least one door-closing lever on each door shall be provided with a positive locking device that
can accommodate a 1/2-in.-wide seal or 7/16-in.-diameter padlock shackle. The locking device shall
be constructed such as to preclude unlatching of the door locks without destruction of the locking
device or its fasteners, or removal of the padlock or seal, when so secured.
6.7 Affixing of Hardware
All door-seal-locking devices, all door securement hardware, and all door attachment hardware
must 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 one
fastener on each of the top and bottom hinges and top and bottom lock rod support bearings shall
be tamper-proof. All door seal hasp fasteners shall be tamper-proof as defined in paragraph 6.8
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APPENDIX B M-931
of this appendix. The bottom hinge of doors shall be placed as close as possible to the floor, with
preferably not more than 2 in. from the floor to the bottom of the lowest hinge.
6.8 Tamper-Proof Fastener Definition
Fasteners 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 are
driven 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 be
secured 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, utilizing
deformed threads or plastic inserts, are not considered tamper-proof fasteners except when they
are inaccessible, such as on refrigerated trailer doors. Tack- or spot-welding is not permissible.
6.9 Door Hold-Open Devices
Door hold-open devices shall be of a design and strength to hold doors securely against the sides of
the trailer in an open position when not in transit.
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APPENDIX C M-931
APPENDIX C
OPEN TOP, STRAIGHT FLOOR HIGHWAY TRAILERS
1.0 SCOPE
This appendix defines the design requirements, in addition to those outlined in the basic preceding
specification, for open top, straight floor, highway trailers.
2.0 ENTRY
Access 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 the
trailer 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 forces
as described in paragraph 6.4 of Specification M-931 that may be imposed by bottom rails. The
strength of side doors must be consistent with side wall strength.
3.2 Front End Wall
The front end wall must be designed to withstand a load uniformly distributed over the entire
front 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 aperture
opening such as to allow loss of a typical carton of lading (12 in. 12 in. 12 in.). Excessive
permanent deformation and loss of weather integrity do not represent failure of this test.
3.3.1 Failure Mechanism
The door end must be designed such that when loaded beyond the design load, failure will take
place in the door locking hardware and not in the connections between the end frame and the
trailer body.
3.3.2 Door End Assembly
The door end assembly must be designed to withstand maximum loads and fatigue racking forces
imposed in rail operation. The door end assembly consists generally of the door frame, doors, door
hinges, door locking hardware, and attachment of these items.
3.3.3 Rear Door Frame
3.3.3.1 Rear Door Header
The rear door header shall be hinged to allow opening from either side.
3.3.3.2 Rear Door Lower Sill
The rear door lower sill shall be designed to protect lights, reflective lenses, and door lock keepers
from mechanical damage during normal operations, as typified by backing into loading platforms
and railcar bridge plates rubbing against the trailers during transit. Rubber or fabric-type
bumpers do not meet this requirement.
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3.4 Roof Tarpaulin Bows
Roof tarpaulin bows shall be heavy-duty, spaced on 24-in. centers, and constructed so the bows
cannot be removed from the trailer, but will allow loads that extend above the sides of the trailer to
be handled with at least one end of the bow remaining in its socket. Roof tarp bows or equivalent
must be in place when the trailer is in road or rail transit.
4.0 TARPAULIN TIE-DOWNS
4.1 Side Wall Tie-Downs
Tarp tie-downs shall be on 48-in. centers and recessed in the side walls of the trailer, eliminating
possible damage by lifting devices.
4.2 Front and Rear Tie-Downs
Tarp 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 equally
spaced. The chains and binders, as well as the attachments, must comply with Section 7 of the
AAR 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 Medium
For the purpose of consistency and universality, water or pressurized air is recommended as the
test medium to determine the ability of the end and side walls to withstand the resultant forces
imposed by the cargo on these members. Other methods that produce equivalent loading (for
example, dry sand in loose bulk or in bags free to flex) may be used at the discretion of the test
engineer. For other structural members, the tests may be conducted with dry loads as described in
the following paragraphs.
6.1.2 Deformation
After the static loads have been applied and removed, and before measurements are taken on the
extent 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 a
temporary residual bulge. The former is caused by the applied stress exceeding the elastic limit of
the material. The latter is not permanent and may be caused by slippage of a panel beneath 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 was applied and may
show a measurable amount of residual bulge. However, the trailer will return to its original shape
if it is shaken by a slight impact, such as a drop of a few inches, or if it is transported empty for a
short distance over an unpaved road.
6.1.3 Mock-ups
For testing side, end, or door walls, a complete trailer need not be used. A mock-up of the trailer
front end wall, sidewall, or rear end wall or door may be used for this test, provided the mock-up is
of the same materials and design as the trailer body.
6.1.4 Test Sequence
The tests described may be performed in parallel on different trailers of identical design or in
series of the same trailer.
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APPENDIX C M-931
6.1.5 Permanent Deformation Measurement
The permanent deformation shall be measured at the outside face of the wall or door panel from
the original reference points.
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 which
case both sides must be tested.
6.2.2 When an individual side wall is tested, the top rail of the side structure shall be supported
at the same locations as the tarp bows or antispreader devices.
The front end wall shall be tested with the forces indicated in paragraph 3.2 of this appendix.
The 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 Sequence
Rear double-swing doors shall be constructed such that the curb-side door must be opened before
the roadside door can be opened.
7.2 Inside Face
The inside face of the door shall have no cargo-damaging protrusions. No fixture or device may
extend in the door space when doors are in an open position.
7.3 Door Hardware Finish
All door hardware shall have a hot-dip-galvanized finish or functional equivalent.
7.4 Door Edge Seals
Door edges shall be suitably sealed against the weather to preclude moisture entry into the core.
7.5 Positive Locking Device
At least one door-closing lever on each door shall be provided with a positive locking device that
can accommodate a 1/2-in.-wide seal or 7/16-in.-diameter padlock shackle. The locking device shall
be constructed so as to preclude unlatching of the door locks without destruction of the locking
device or its fasteners, or removal of the padlock or seal, when so secured.
7.6 Affixing of Hardware
All door seal locking devices, all door securement hardware, and all door attachment hardware
must 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 one
fastener on each of the top and bottom hinges and top and bottom lock rod support bearings shall
be tamper-proof. All door seal hasp fasteners shall be tamper-proof as indicated in
paragraph 7.7 of this appendix. The bottom hinge of doors shall be placed as close as possible to
the floor, preferably not more than 2 in. from the floor to the bottom of the lowest hinge.
7.7 Tamper-Proof Fastener Definition
Fasteners 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 are
driven 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 be
secured by fully welding (fully welding means welding around the entire circumference of the bolt)
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APPENDIX C M-931
the nut to the bolt or the bolt to its mating hardware. Prevailing-torque fasteners, utilizing
deformed threads or plastic inserts, are not considered tamper-proof fasteners except when they
are inaccessible, such as on refrigerated trailer doors. Tack- or spot-welding is not permissible.
7.8 Door Hold-Open Devices
Door hold-open devices shall be of a design and strength to hold doors securely against the sides of
the trailer in an open position when not in transit.
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APPENDIX D M-931
APPENDIX D
CLOSED-VAN THERMAL TRAILERS
1.0 SCOPE
This appendix provides supplemental design requirements for closed-van thermal trailers. These
requirements 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 preceding
specification, except for paragraphs 4.3.1, 8.2, and 10.3.
2.1 Accessories
Accessories such as fuel tanks and mounting, battery boxes and mounting, refrigeration unit
mounting, etc., will be subjected to dynamic forces for purposes of determining the general design
load. The gross weight of each accessory is multiplied by the factors set forth in paragraph 4.1.1 of
the 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 as
wet steam cleaning.
3.2 Adequate provision should be made to ensure that cleaning water can drain satisfactorily
from the inside of the trailer.
4.0 THERMAL RATING
When a thermal rating of the trailer is desired, the test methods for determining rates of heat
transmission and air leakage shall be performed in accordance with Truck Trailer Manufacturers
Association Recommended Practice No. 38. If trailers being purchased are a design that has been
previously tested, then projections from previous test results will be acceptable for thermal rating.
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APPENDIX E M-931
APPENDIX E
PLATFORM TRAILERS
1.0 SCOPE
This appendix defines the design requirements for flatbed highway trailers These requirements
apply in addition to those outlined in the basic preceding specification, except for paragraphs 4.4
and 4.5.
2.0 GENERAL
The front end structure shall have a height and width sufficient to block the forward movement of
any 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 Structure
The front end structure shall meet 49 CFR, 393.106.
3.2 Floors
For trailers designed for general-purpose service, floors must be designed to withstand a uniformly
distributed load of 50% of the maximum payload over any 10 linear ft. For trailers designed for
heavy-duty service, floors must be designed to withstand a uniformly distributed load of 50% of the
maximum payload over any 4 linear ft. The load shall be uniformly distributed over the full width
of the trailer platform in the applicable span.
3.3 Side Rails
Side rails must be designed to withstand the localized bottom lifting conditions imposed by lift
shoes of lifting devices, described in paragraph 4.2.2 of this specification.
3.4 End Frame
The end frame must be designed to protect all lights, reflective lenses, and wiring from mechanical
damage during normal operations, as typified by backing into loading platforms and railcar bridge
plates rubbing against a trailer during transit. Rubber or fabric-type bumpers do not meet this
requirement.
3.5 Side Rails
Side rails must be designed to protect all lights, reflective lenses, and wiring from mechanical
damage during normal operations.
3.6 Landing Gear Installation
Landing gear installation shall be in accordance with paragraph 4.2.4 of this specification, except
that minimum transverse spacing between wheels or shoes may be 45 in.
4.0 TESTING
4.1 Floor Strength
The floor system structure shall be physically tested in accordance with the latest revision of
Truck Trailer Manufacturers Association Recommended Practice RP 67 for platform trailers. The
floor rating established by the above testing must equal or exceed 12,000 lb on the front axle.
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APPENDIX E M-931
5.0 SECUREMENT DEVICES
5.1 Anchor Points
5.1.1 Anchor Point Strength
The strength of securement devices shall be at least 5,400 lb working load limit (WLL).
5.1.2 Number of Anchor Points
One anchor point shall be provided every 4 ft on each side of the trailer, starting 2 ft from the front
of the trailer platform.
5.2 Chain
Chain used as a component of a tie-down assembly shall conform to the requirements of the latest
edition of the National Association of Chain Manufacturers welded chain specifications for 3/8 in.
grade 40 chain.
5.3 Tie-Down Adjustment
The tie-down assembly shall have a means of adjustment for tightening during transit.
5.4 Stake Pockets
Stake 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 Label
A label consisting of a decal or metallic plate shall be affixed to the front of each trailer stating at
least 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-931
APPENDIX F
TANK TRAILERS
1.0 SCOPE
This 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 Recommended
Practices, Section C-III, Specification M-1002.
2.0 GENERAL
2.1 Hazardous Materials
Tank 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 Rules
Tank trailers must conform to the applicable requirements of the AAR Intermodal Interchange
Rules.
2.3 Loading/Unloading
Tank 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 Specifications
Tank trailers must meet the requirements of this AAR specification, the ASME code, and the DOT
specification to which they are constructed. The following tank trailer specifications are acceptable
in 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 if
approved by the AAR Tank Car Committee.
2.5 Center of Gravity
The center of gravity of a loaded tank trailer when resting on the ground must not exceed 89 in.
(2,260 mm).
3.0 MAXIMUM DIMENSIONS
For 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 APPROVAL
Approval of a tank trailer for TOFC service is contingent upon manufacturers or owners certifica-
tion of compliance with all the requirements of this AAR specification.
5.0 INSULATION
If insulation is applied, the entire insulation must be covered with a metal jacket of a thickness
not less than 0.032 in. (0.8 mm), nominal and flashed all around so as to be weather-tight.
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APPENDIX F M-931
6.0 DESIGN PRESSURE
The maximum allowable working pressure of the tank shall be at least 35 psi (241 kPa).
7.0 THICKNESS OF PLATES
The 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 MOUNTING
The tank must be permanently mounted on its running gear in accordance with the design
requirements of the DOT specification under which it is constructed. In addition, the tank trailer
must conform to the applicable requirements of AAR Specification M-931 to which this appendix is
attached.
9.0 MARKING
9.1 AAR Specification
A tank conforming to this AAR specification, and certified as such, must be marked on the tank or
on the jacket, if insulated. The marking AAR M-931 App. F shall be placed on both sides near the
front end of the tanks in 2-in. letters.
9.2 Data Plates
All data plates required by the DOT tank specification or by the competent authority must be
affixed to the tank or subframe. Identifying marks and numbers must be plainly marked on the
tank.
10.0 CERTIFICATE
Prior to offering a tank trailer for transportation, a certificate from the manufacturer or owner
affirming that the tank trailer meets the requirements of this AAR specification and identifying
the 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-931
APPENDIX G
CONTAINER CHASSIS FOR INTERMODAL SERVICE
1.0 SCOPE
This appendix defines the design requirements for standard and extendable container chassis.
2.0 OBJECTIVES
These 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 and
highway 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 transportation
of hazardous materials in tank containers.
3.0 GENERAL DESCRIPTION
3.1 Size
Chassis size (length and width) must conform to applicable government regulations. Dimensional
details of chassis shall be controlled to permit application, removal, and locking of containers built
to paragraph 4.2 of Specification M-930. The combination of container and chassis design height
shall not exceed 13 ft 6 in.
3.2 Weight Ratings
3.2.1 For purpose of strength requirements and testing under this specification, chassis are
assigned 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 greater
than 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 gross
weight. For nominal container lengths and gross weights, see Specification M-930, Closed Van
Containers for Domestic Intermodal Service, paragraph 4.5.
4.1 General
Chassis 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 terminal
operations, the chassis structure will be subjected to dynamic forces resulting from accelerations
imposed 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 Factors
Specific new chassis components must meet individual strength requirements set forth in
paragraph 4.2 of this appendix. The general load factors will govern overall chassis design except
where specific load factors are specified for individual structural components.
4.1.3 Support and Restraint Locations
Chassis shall be designed to support and restrain containers at the locations on the containers
that 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 G M-931
4.2 Strength Requirements for Individual Structural Components of Chassis
4.2.1 Restraints
Longitudinal, lateral, and vertical forces tending to separate container from chassis are resisted by
a system of restraints.
4.2.1.1 Lateral Stops
Lateral stops shall be provided to withstand loads transverse to the longitudinal centerline of the
chassis in the horizontal plane equal to .3 times the maximum gross weight of the container. Force
shall be distributed over stops at one side only.
4.2.1.2 Longitudinal Stops
Longitudinal stops shall be provided to withstand longitudinal forces of 2.5 times the maximum
gross 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 longitudinal
force 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 SystemLifting Operations
The securement system shall withstand 2.5 times gross chassis weights for lifting operations in
terminals.
4.2.1.5 Chassis Bolsters
The loads shown in paragraphs 4.2.1.1 and 4.2.1.2 of this appendix and the vertical load shown in
paragraph 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 fittings
distribute container weight to the chassis frame. Chassis bolsters containing container locks and
supporting 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) generated
by 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 paragraphs
4.2.1.1 and 4.2.1.2 of this appendix. On gooseneck chassis, the front horn assembly and gooseneck
will 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 chassis
of similar size and weight, where all chassis are oriented in the same direction (i.e., undercarriage
above undercarriage); see Fig. G.1.
4.2.1.6.2 The chassis shall be capable of supporting without permanent deformation two chassis
of 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 stacking
is 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 bearing
areas 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 Assembly
The kingpin and upper coupler assembly must be designed to meet operational conditions of the
rail 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 Support
Chassis 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 General
Chassis 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 Profile
There shall be no structure other than the tires, landing gear crankshaft and handle, and bolster
to which a container is secured that will interfere with lifting devices that extend 8 in. inward from
the outside edges of a container attached to chassis.
5.3 Container Restraints and Securement Devices
5.3.1 Longitudinal and Lateral Stops
Longitudinal and lateral stops shall be located on the chassis to prevent containers from sliding off
either 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 more
than 1/2 in. forward; more than 1/2 in. aft; more than 1/2 in. to the right; more than 1/2 in. to the
left; or more than 1/2 in. vertically when the container is subjected to the following accelerations
relative 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 Separation
Securement devices shall prevent the separation of containers from the chassis.
Table G.1 Acceleration forces on container securement devices
Direction of Force Relative to
Longitudinal Axis of Vehicle
Acceleration in Gs
Downward 1.7
Upward 0.5
Lateral 0.3
Longitudinal 1.8
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APPENDIX G M-931
5.3.5 Maintenance of Engagement
With the securement device in the locked position, the engagement between the lock and handling
fitting 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 Penetration
Horizontal pin-type locks shall have a minimum of 1 1/4-in. penetration into the corner fitting
from 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 an
unlocked position.
5.3.6.2 Designs shall provide clearance or other protection for the lock pin during loading and
unloading operations.
5.3.7 Seals
Securement devices must have provision to accept railroad seals in a manner that requires the
breaking of the seal to open the lock.
5.3.8 Durability
Securement device configuration and materials shall be such that constant exposure to marine
and industrial atmospheres does not render the lock inoperative.
Kingpin and upper coupler assembly must comply with paragraph 4.2.3 of this Specification
M-931.
5.5 Chassis Support
Chassis support must comply with paragraph 4.2.4 of this Specification M-931.
5.6 Chassis Underneath Clearance
Chassis underneath clearance must comply with paragraph 4.6 of this Specification M-931.
6.0 TESTING
6.1 General
Testing must comply with paragraph 5.1 of this Specification M-931.
Kingpin 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 containers design maximum gross weight specified in
paragraph 3.2 of this appendix shall be placed on the chassis for two tests. The container shall
remain on the chassis for a period of not less than 5 minutes during each test. During one test, the
loaded 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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APPENDIX G M-931
6.4 Chassis Support Strength
6.4.1 Dynamic Loading
Dynamic loading must comply with paragraph 5.5.1 of this Specification M-931, except the chassis
shall be loaded in a manner to produce a combined gross weight equal to or exceeding the design
maximum gross weight specified in paragraph 3.2 of this appendix.
6.4.2 Drop Test
The drop test must comply with paragraph 5.5.2 of this Specification M-931, except the chassis
shall be loaded in a manner to produce a combined gross weight equal to or exceeding the design
maximum gross weight specified in paragraph 3.2 of this appendix.
6.4.3 Longitudinal Strength
Longitudinal strength must comply with paragraph 5.5.3 of this Specification M-931.
6.4.4 Lateral Strength
Lateral strength must comply with paragraph 5.5.4 of this Specification M-931.
6.4.5 Durability
Durability must comply with paragraph 5.5.5 of this Specification M-931.
6.5 Landing Gear Strength and Certification
Landing 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 Compliance
The brake system must comply with Federal Motor Vehicle Safety Standard 121.
7.2 Glad Hands
Glad hands shall be mounted and located so as not to protrude beyond the outboard normal plane
of the chassis front structure. Glad hands must be replaceable with the container mounted on the
chassis.
7.3 Air Brake Lines
Air brake lines shall be accessible to permit repair with the container mounted on the chassis,
where practical.
7.4 Testing
The brake system shall be tested in accordance with Truck Trailer Manufacturers Association Rec-
ommended Practice RP 12, latest revision.
8.0 ELECTRICAL SYSTEM
The 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 Compliance
The number, type, size, and location of reflex reflectors and conspicuity treatment must comply
with Federal Motor Vehicle Safety Standard 108.
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APPENDIX G M-931
9.2.2 Additional Retroreflective Material
Additionally, a minimum of 24 in.
2
of white retroreflective material must be applied to the front
and to the rear of the front bolster (a total of 48 in.
2
).
9.3 Document Holder
A weatherproof container for necessary papers and documents to accompany the chassis must be
attached to an accessible area of the frame near the landing gear area.
Upon request, chassis builders shall furnish purchasers with the vertical center of gravity of the
empty chassis, with the kingpin upper coupler plate 48 in. above the tire running surface. This
information also shall be provided on the certification plate (see paragraph 12.0 of this appendix).
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 vehicles owner or lessee, shall be fol-
lowed by a maximum six-digit number, which shall be determined in accordance with AAR Code of
Trailer 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 Tag
The AEI tag must comply with paragraph 9.1 of this Specification M-931.
The certification plate must comply with paragraph 12.0 of this Specification M-931.
13.0 UNTRIED-TYPE CHASSIS
13.1 Definition
A 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 designs
in service.
13.2 Certification
For any untried-type chassis, the manufacturer must furnish a written certification to the AAR
confirming that the chassis meets all requirements of this specification. Test data supporting the
manufacturers certification must be maintained on file and furnished to the purchaser and/or the
AAR upon request.
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APPENDIX G M-931
Fig. G.1 Chassis stacked five-high in same orientation
Fig. G.2 Chassis stacked three-high in mixed orientation
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APPENDIX G M-931
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 Container
Designation
Length A B K=D1D2 or
D2D1
(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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APPENDIX G M-931
Fig. G.4 Gooseneck chassis interface dimensions
Freight
Container
Designation
Length L K=D1D2 or
D2D1
(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.
2/1/04
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APPENDIX H M-931
APPENDIX H
ILLUSTRATIONS OF TOFC VAN TRAILERS
(Reprinted with permission from the Truck Trailers Manufacturers Associa-
tion (TTMA) Recommended Practice RP 85-99)
Illustration M-931 Reference Page
Fig. H.1 Title I130
Fig. H.2 TOFC (trailer on flatcar) I130
Fig. H.3 Weightmaximum gross trailer = 65,000 lb 3.2 I130
Fig. H.4 Weightmaximum legal DOT 3.2 I131
Fig. H.5 Dynamic strength requirements 4.1.1 I131
Floor Strength 4.2
Fig. H.6 Floor strength AConcentrated and uniformly distributed load 4.2.1.1 I132
Fig. H.7 Floor strengthcross-member static strength Appendix A, 8.4.1 I133
Fig. H.8 Floor strengthfloorboard static strength Appendix A, 8.4.2 I134
Fig. H.9 Floor strengthcross-member-to-rail connection static strength Appendix A, 8.4.3 I135
Lift pads 4.2.2 and 4.4
Fig. H.10 Lift padsrequirements 4.4 I136
Fig. H.11 Top rail protector 4.5 I137
Kingpin and upper coupler 4.2.3 and 5.2
Fig. H.12 Kingpin and upper coupler strengthfore and aft one cycle Table 5.1 Condition 1 I137
Fig. H.13 Kingpin and upper coupler strengthfore and aft 500,000 cycles Table 5.1 Condition 2 I138
Fig. H.14 Kingpin and upper coupler strengthside to side 100,000 cycles Table 5.1 Condition 3 I138
Fig. H.15 Kingpin and upper coupler strengthupward 1,000,000 cycles Table 5.1 Condition 4 I139
Fig. H.16 Kingpin and upper coupler strengthup and down one cycle Table 5.1 Condition 5 I140
Fig. H.17 Kingpin and upper coupler strengthup offset load 1,000 cycles Table 5.1 Condition 6 I141
Fig. H.18 Kingpin and upper coupler strengthpass/fail criteria 5.2 I141
Support requirements 4.2.4 and 5.5
Fig. H.19 Support requirementsdimensions 4.2.4.2.6 and 4.2.4.2.7 I142
Fig. H.20 Support requirementslift load 4,000 times 4.2.4.3.2 and 5.5.1 I143
Fig. H.21 Support requirementsdrop test 4.2.4.3 and 5.5.2 I143
Fig. H.22 Support requirementslongitudinal strength 4.2.4.4 and 5.5.3 I144
Fig. H.23 Support requirementslateral strength 4.2.4.4 and 5.5.4 I144
Landing gear 4.2.4.5 and 5.6
Fig. H.24 Landing geardurability 5.5.5 I145
Fig. H.25 Landing gearbending strength 5.6.1 I145
Fig. H.26 Landing gearcompression test with leg extended 5.6.2 I146
Fig. H.27 Landing gearcompression test with leg retracted 5.6.3 I147
Fig. H.28 Landing gearcompression test with both legs extended 5.6.4 and 4.2.4.3.1 I148
Wall strength Appendix B, 4.0
Fig. H.29 Wall strengthsidewall strength Appendix B, 4.1 I149
Fig. H.30 Wall strengthfront and rear wall strength Appendix B, 4.2, and 4.3 I150
Fig. H.31 Wall strengthRear wall (door) strength Appendix B, 4.3 I150
Fig. H.32 Wall strengthroof strength Appendix B, 4.4 I151
Other requirements
Fig. 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 I152
Fig. H.34 Center of gravity and certification plate 11.0 and 12.0 I152
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APPENDIX H M-931
Fig. H.1 Title
Fig. H.2 TOFC (trailer on flatcar)
Fig. H.3 Weightmaximum gross trailer = 65,000 lb
(Paragraph 3.2)
AAR SPECIFICATION
M-931-02
TRAILERS FOR
INTERMODAL SERVICE
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APPENDIX H M-931
Fig. H.4 Weightmaximum legal DOT
(Paragraph 3.2)
Fig. H.5 Dynamic strength requirements
(Paragraph 4.1.1)
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APPENDIX H M-931
Fig. H.6 Floor strength AConcentrated and uniformly distributed load
(Paragraph 4.2.1.1)
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APPENDIX H M-931
Fig. H.7 Floor strengthcross-member static strength
(Appendix A Paragraph 8.4.1)
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APPENDIX H M-931
Fig. H.8 Floor strengthfloorboard static strength
2/1/04
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APPENDIX H M-931
Fig. H.9 Floor strengthcross-member-to-rail connection static strength
2/1/04
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APPENDIX H M-931
Fig. H.10 Lift padsrequirements
(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 Spacing
28 ft 16 ft
40 ft 20 ft
45 ft 28 ft
48 ft 30 ft
53 ft 32 ft
2/1/04
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APPENDIX H M-931
Fig. H.11 Top rail protector
(Paragraph 4.5)
Fig. H.12 Kingpin and upper coupler strengthfore and aft one cycle
(Table 5.1 Condition #1)
Trailer Length
Protector
Length
28 ft 10 ft
40 ft 20 ft
45 ft 20 ft
48 and 53 ft 20 ft
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APPENDIX H M-931
Fig. H.13 Kingpin and upper coupler strengthfore and aft 500,000 cycles
Fig. H.14 Kingpin and upper coupler strengthside to side 100,000 cycles
2/1/04
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APPENDIX H M-931
Fig. H.15 Kingpin and upper coupler strengthupward 1,000,000 cycles
2/1/04
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APPENDIX H M-931
Fig. H.16 Kingpin and upper coupler strengthup and down one cycle
2/1/04
2/1/04 I141
APPENDIX H M-931
Fig. H.17 Kingpin and upper coupler strengthup offset load 1,000 cycles
Fig. H.18 Kingpin and upper coupler strengthpass/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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APPENDIX H M-931
Fig. H.19 Support requirementsdimensions
2/1/04
2/1/04 I143
APPENDIX H M-931
Fig. H.20 Support requirementslift load 4,000 times
(Paragraphs 4.2.4.3.2 and 5.5.1)
Fig. H.21 Support requirementsdrop test
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I144 2/1/04
APPENDIX H M-931
Fig. H.22 Support requirementslongitudinal strength
(Paragraphs 4.2.4.4 and 5.5.3)
Fig. H.23 Support requirementslateral strength
(Paragraphs 4.2.4.4 and 5.5.4)
2/1/04
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APPENDIX H M-931
Fig. H.24 Landing geardurability
(Paragraph 5.5.5)
Fig. H.25 Landing gearbending strength
(Paragraph 5.6.1)
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APPENDIX H M-931
Fig. H.26 Landing gearcompression test with leg extended
(Paragraph 5.6.2)
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APPENDIX H M-931
Fig. H.27 Landing gearcompression test with leg retracted
(Paragraph 5.6.3)
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APPENDIX H M-931
Fig. H.28 Landing gearcompression test with both legs extended
2/1/04
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APPENDIX H M-931
Fig. H.29 Wall strengthsidewall strength
(Appendix B Paragraph 4.1)
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APPENDIX H M-931
Fig. H.30 Wall strengthfront and rear wall strength
(Appendix B Paragraphs 4.2 and 4.3)
Fig. H.31 Wall strengthRear wall (door) strength
2/1/04
2/1/04 I151
APPENDIX H M-931
Fig. H.32 Wall strengthroof strength
2/1/04
I152 2/1/04
APPENDIX H M-931
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)
2/1/04
2/1/04 I153
M-952
INTERMODAL CONTAINER SUPPORT AND SECUREMENT SYSTEM FOR
FREIGHT CARS
Specification
M-952
1.0 PURPOSE AND SCOPE
1.1 Revisions to this specification became effective November 1, 2000.
requirements for support and securement systems for intermodal containers on freight cars.
Devices manufactured after the effective date of this specification must be approved and marked
on the basis of these requirements.
1.3 It is the intent that systems approved under this specification will be compatible with, and
meet all testing requirements as specified for, container transport cars approved for unrestricted
interchange service under the provisions of the AAR Manual of Standards and Recommended
Practices, 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 Intermodal
Service and per ISO 1496-1, Series 1 Freight ContainersSpecification 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 comply
with paragraphs 1.2 and 1.3 in addition to meeting the requirements specified in Appendix A of
this specification.
1.6 This specification includes G forces that are not equivalent to those required by AAR Field
Manual 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-930
and 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 or
ISO standards for closed van-type dry cargo containers must meet all of the requirements of this
specification 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 lateral
restraint for the container at the four lower handling fittings.
2.1.4 Support and securement systems design factors must be based on a minimum container
weight of 67,200 lb MGW.
2.1.5 If an adjustable and/or collapsible system is used to accommodate containers of various
lengths, each support must be designed to be readily moved or stowed by one person without
mechanical 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 container
during the loading process.
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M-952
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 various
container 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, when
such method is used, is to be +1/4 in. minimum and +1/2 in. maximum over the nominal width of
the container.
2.2.2 The minimum size of the horizontal support pad under each handling fitting is to be 30 in
2
.
2.3 Container Corner Aperture SystemEngagement and Restraint of Container at
Handling 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 per
corner 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 per
corner 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 than
2,200 lb per corner.
3.0 TESTING
3.1 General
The 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 prevents
continued service and will be determined by visual inspection and operation with a loaded con-
tainer.
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2/1/04 I155
M-952
3.2 Static Tests
3.2.1 Static tests shall be performed on one container support system applied to a test car or a
test 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 support
structure is part of the container support system, it must be included as part of the test car or test
stand.
3.2.2 Each of the following individual loads shall be applied to one corner support structure for a
minimum 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 a
minimum 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 Tests
Compliance with the entrance and exit forces specified in paragraphs 2.3.2.1, 2.3.3.1, and 2.3.3.2
must be demonstrated at the temperatures of 50 F or below and 130 F or above for complete
container 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 accordance
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 for controlled
interchange.
3.4.2 Container securement systems applied to COFC cars intended for controlled interchange
must 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 as
specified 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 in
paragraph 2.3.3.2 shall be tested by the manufacturer before shipment.
4.0 INSTRUMENTATION
Practices, 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 system
checked dimensionally.
4.3 During impact tests, the impact velocity shall be recorded.
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M-952
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 failures
shall be kept, and semiannual reports must be furnished to the AAR. After expiration of the 1-year
service period, at least five cars must be inspected by representatives designated by the AAR. If
the 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 submitted
to the AAR in accordance with the provision of Appendix B of this specification. Depending on the
extent of the modification, impact-testing may or may not be required.
2/1/04
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APPENDIX A M-952
APPENDIX A
REQUIREMENTS COVERING INTERBOX CONNECTORS
1.0 SCOPE
1.1 An interbox connector (IBC) is a device intended to secure one container to another container
in a stacked configuration.
1.2 These specifications cover the mechanical characteristics, structural adequacy, and testing
requirements 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 this
specification.
2.0 CONSTRUCTION
2.1 General
2.1.1 The interbox connector must be designed to provide vertical, longitudinal, and lateral
restraint between two stacked containers.
2.1.2 No portion of the device may extend past the vertical plane of the cars sides (as defined by
the appropriate clearance plate) or end.
2.1.3 Devices must be designed for use with handling fittings meeting MSRP Specification M-930
and 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 or
ISO 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. Devices
designed 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 and
unloading 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 the
initial application to either the lower or upper container but are self-locking during the loading
operation. Semiautomatic IBCs require manual unlocking during unloading of the stacked con-
tainer.
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APPENDIX A M-952
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 to
either the lower or upper container but are self-locking during the loading operation. Automatic
IBCs 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 lb
per 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 General
The 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 prevents
continued 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 a
test 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 minimum
period 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 support
structure 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 Test
Compliance with the entrance and exit forces specified in paragraphs 2.3.2, 2.4.2, and 2.4.3 of
Appendix A must be demonstrated at the temperatures of 50 F or below and 130 F or above.
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APPENDIX A M-952
3.4 Impact Test
3.4.1 IBC container securement systems applied to double-stack cars must be impact-tested in
accord 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 for
controlled interchange.
3.4.2 IBC container securement systems applied to double-stack cars intended for controlled
interchange must 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 as
specified in paragraphs 2.3.2 and 2.4.2 of Appendix A shall be tested by the manufacturer before
shipment.
3.5.2 For automatic locking devices, the release force of each device produced as specified in
paragraph 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 system
checked dimensionally.
4.3 During impact tests, the impact velocity shall be recorded.
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 failures
shall be kept, and semiannual reports must be furnished to the AAR. After expiration of the 1-year
service period, at least five cars must be inspected by representatives designated by the AAR. If
the 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 submitted
to the AAR in accordance with the provisions of Appendix B of this specification. Depending on the
extent of the modification, impact-testing may be required.
6.0 CERTIFICATION
6.1 Manufacturers must furnish a written certification that the construction details and design
strength 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 requirements
of this specification and their approval status.
7.0 DOCUMENTATION
Manufacturers must furnish written inspection, maintenance, and reconditioning procedures
when making application.
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APPENDIX B M-952
APPENDIX B
INSTRUCTIONS REGARDING APPLICATION FOR CERTIFICATE OF
APPROVAL
The 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 Performance
Committee under Specification M-952.
1.0 Supplier is to make application to the Association of American Railroads, c/o
ChiefTechnical Standards, Transportation Technology Center, Inc., P.O. Box 11130, 55500 DOT
Road, Pueblo, CO 81001.
2.0 Separate application shall be made for each different type of container system for which
approval is desired, including modifications to previously approved designs. Applications must be
accompanied by a nonrefundable service fee of $300.00 (US). The remittance check should be
payable to Transportation Technology Center, Inc.
3.0 Each application shall be accompanied by 8 1/2-in. 11-in. drawings that provide the
following 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 the
securement system supporting structure and for those components that house the supports.
3.3 Modifications to previously conditionally approved systems may be submitted showing only
the design change and types of material, providing there is no major effect on installation on the
car.
4.0 All testing of container securement systems must be witnessed by an official AAR observer.
The suppliers facility may be used if it contains facilities for meeting all test requirements, as
judged by the official AAR observer.
5.0 The Transportation Technology Center, Inc., shall provide an official observer when the
system is tested in accordance with paragraph 3.0 or with Appendix A paragraph 3.0 of this
specification. 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 shall
be 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 suppliers representative may discontinue the test and/or withdraw the application at
any time. The applicant must submit to the AAR an explanation for the discontinuation of test and
the intentions for the progression of the application.
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M-962
REMANUFACTURE OF TOFC TRAILERS
Specification
M-962
1.0 SCOPE
This specification defines the requirements for remanufactured (rebuilt) trailers to be transported
on 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 GEAR
In 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 bolts
and/or welds, taking care not to cut or damage the hangers. If the old trailer is equipped with a
slide, 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 damage
that 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 as
rust. However, if loose rivets are found in a shoe where the lining wear is minimal, the lining may
be 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 of
the 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, or
repaired and reassembled.
3.7 Disassemble the air chamber and install a new diaphragm and clevis pin. If disassembly of
the 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 for
condition 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 for
excessive 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 not
disassemble the tandem springs, torque arms, or bushings unless a part is defective and must be
replaced.)
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 manufacturers recommended level.
3.19 Inspect the tires for cuts and wear. Replace any tires that have less than 6/32-in. tread depth
and/or cuts that require repair. Tires will be matched when replaced on axles. Air tires are to meet
manufacturers recommendations based on the load rating of tires. Old weather-checked tires must
not be used.
3.20 Inspect the landing gears and, if they are in good condition, lubricate them and use new
wheels/shoes, axles, and braces as required.
4.1 Each trailer shall have a two- to four-digit alpha reporting mark, ending in Z, that is
assigned by the AAR. This code, which represents the vehicles owner or lessee, shall be followed
by a maximum six-digit number, which shall be determined in accordance with the AAR Code of
Trailer and Container Service Rules. The reporting mark and number shall be applied to the
trailer 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. The
tag should perform and be programmed and positioned in accordance with the AAR Manual of
Standards and Recommended Practices, Section K, Standard S-918.
5.0 VALUE DETERMINATION
See 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 a
stamped or etched aluminum or stainless steel plate affixed to a location on the forward half of the
left side of the trailer. The plate will bear at least the words, This trailer meets Specification
M-962-xx of the Association of American Railroads for WW MGW lb (where xx represents the
latest revision year pertinent to the trailer; and WW represents the trailer maximum gross weight
rating 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 revision
of the specification in effect at the time of order. Data demonstrating that the trailer is certifiable
is to be furnished to purchaser and/or the AAR upon request.
7.0 REMANUFACTURE PLAQUE
A remanufacture plaque shall be affixed to a location on the forward half of the left side of the
trailer. It shall show the date of remanufacture, original trailer identification or serial number,
and the remanufacturers file number.
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M-962
8.0 DOT SAFETY STANDARDS
Remanufactured trailers shall comply with all applicable federal regulations in effect at the time
of remanufacture, except that reused and/or replacement components need not meet Federal
Motor Vehicles Safety Standards effective subsequent to the original date of manufacture.
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M-966
TOFC PORTABLE BRIDGE PLATES
Specification
M-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 piggyback
flatcars 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 undue
restrictions on individual design.
2.0 WARRANTY
The TOFC portable bridge plate assembly shall be warranted for 1 year against defects in design
and workmanship resulting from reasonable and normal use.
3.0 MATERIALS
The 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 lengths48 in. and 60 in.from the centerline of the bridge plate
lock 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 than
26 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 than
27 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 or
90 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 arrangement
located 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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M-966
5.2 Bridge plate reinforcement and/or down-flanges may extend toward the hinge-end of the
plate, 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 hinge
assembly 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 the
end 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 longitudinal
camber 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 for
rust 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 before
assembly of the dissimilar parts.
6.6 The bridge plates must be identified by the manufacturers name or code and the month and
year of manufacture.
6.7 Manufacturers of AAR-approved portable bridge plates must notify the AAR semiannually of
the 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 the
bridge plate on the loading ramp used to provide the transfer from ground to TOFC cars in an
intermodal terminal where the drive-on/drive-off method of loading highway trailers onto TOFC
flatcars is used.
7.3 The terminal chosen must have a sufficient volume to have at least 75 trailers per day pass
over 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 plate
supplier 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 the
original 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 must
start 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 of
trailers passing over it will be furnished to the Director, Technical CommitteesFreight Car Con-
struction, of the AAR for transmittal to the Specially Equipped Freight Car Committee.
8.0 APPROVAL
All designs of portable TOFC bridge plates must be approved by the AAR. Drawings showing
details 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 for
approval will be conditions the manufacturers used on notifying the AAR as of January 1 and July
1 of the quantity of bridge plates sold and service reports. A list of approved bridge plates will be
published by the AAR annually. The application must also include recommended repair proce-
dures to include welding requirements.
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M-985
BAD ORDER DEVICE FOR IDENTIFICATION OF DEFECTIVE HITCHES
Specification
M-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 trailers
on intermodal freight cars where a trailer hitch has been found to be defective. This specification
includes 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 an
as-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 and
nonretractable hitches. This requirement is expected to result in the device being applied to the
hitch 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., a
tool).
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 to
the AAR, c/o ChiefTechnical Standards, Transportation Technology Center, Inc. The submittal
must 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, in
black 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 and
handled 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; and
Standard 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 Office
Manual of AAR Interchange Rules.
3.4 Conditional approval shall be granted after AAR review indicating that the device meets the
requirements of paragraph 2.0 of this specification. Conditional approval shall be limited to 3,000
units.
Distribution and service reports that cover any failure of the product shall be submitted to the
ChiefTechnical 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 been
in 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-851
DOUBLE-STACK CONTAINER CARS
Recommended Practice
RP-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 American
railroads. It also addresses car owner considerations for the design, purchase, operation, and
maintenance of new cars ordered built after January 1, 1994. For the purpose of this recommended
practice, double-stack cars are to include articulated, stand-alone, and drawbar-connected well
cars 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 components
that 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 that
will 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 elected
by 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 specification
covering the design, inspection and serviceability (maintenance), testing, training, and operations
requisite 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 aspects
of 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 of
facilitating performance enhancements. Handling lines and shippers are to report incidences and
persistent problems being encountered.
2.3 Remedial actions in response to confirmed cases of occurrences of deviations from acceptable
safety 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, Chapter
XII.
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 in
particular. All deviations from the requirements of Specification M-1001, Specification for the
Design, Fabrication, and Construction of Freight Cars, must be identified and recorded in car
owner and AAR files. Any operating restrictions for such equipment will be listed in the Universal
Machine 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 without
undue field attention, such as excessively frequent lubrication and excessive wear of components
or wear surfaces. Reliability and availability expectations may be combined and considered as a
single criteria, dependability. Dependability can be defined as the probability of a train being
delayed 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 dependability
expectation.
3.1.4 As warranted and feasible, car owners (with manufacturers) will seek to design and install
on new cars practical safety-related indicators that will aid field inspection personnel in making
observations 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 document
the new system and/or revised components prior to their being used in actual construction; and the
car owner is to establish (in writing) pertinent accompanying procedures in accordance with the
scope 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 recommended
practice. 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 effective
date 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 miles
or time in service consistent with the type of double-stack car being considered and the desired
dependability.
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 for
restoring a car to service. As such, the maintenance guidelines will incorporate wear limits that
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 major
car components, including braking systems, breakout protection structure, well structure, side
bearings, 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 from
periodic samplings or annual field surveys of the condition of cars in service. Results will be used
to 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 condition
to form the basis for confidently establishing and justifying adjustments in the inspection and
planned maintenance intervals currently prescribed in the car owners maintenance program. The
primary objectives are to ensure that the cars consistently operate safely and to avoid incidences of
delays due to unscheduled maintenance or repair.
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RP-851
3.2.4 For start-up purposes, the initial common industry requirement for periodic inspection and
planned maintenance interval is hereby set at 300,000 to 350,000 miles of service or 3 to 4 years in
service.
3.2.5 Periodic inspection and planned maintenance may be performed at either a maintenance
shop or repair 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 and rules. The various criteria used by car owners and AAR in assessing performance shall
be based on statistically valid benchmark relationships, such as derailments per million ton-miles
and/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 by
priorities consistent with customer-oriented needs.
3.4 Training
3.4.1 Car owners are to develop and duly institute effective programs for continuous training of
those who are operating, inspecting, and maintaining the equipment. Such programs, which may
be common to more than one car owner, are to be registered with AAR to provide a centralized
means for avoiding unnecessary duplication/rework and to ensure compatibilities in application to
general interchange. Training tools and materials in the programs may take various forms, such
as 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, including
classroom and hands-on training.
3.4.3 Car owners shall provide input to enable AAR to serve as a clearing house for collecting
industry-wide data on the nature and extent of training plans and accomplishments. Measures are
to 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 performing
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 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 in
standards, 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
RP-852
Adopted: 2003
1.0 SCOPE
1.1 This recommended practice for intermodal equipment cars establishes responsibilities and
requirements for guiding the inspection and maintenance of all such equipment used on North
American 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 one
high 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 this
recommended 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 that
will 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 will
facilitate ease in field inspections, minimize the frequency of running repairs and non-scheduled
maintenance 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 elected
by 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 specification
covering the design, inspection and serviceability (maintenance), testing, training, and operations
requisite 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 aspects
of 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 of
facilitating performance enhancements. Handling lines and shippers are to report incidences and
persistent problems being encountered.
2.3 Remedial actions in response to confirmed cases of occurrences of deviations from acceptable
safety and serviceability performance limits are enabled under the provisions of the appropriate
chapter 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 and
C-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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RP-852
recorded in car owner and AAR files. Any operating restrictions for such equipment will be listed
in UMLER and the ORER.
3.1.2 Cars shall be designed to achieve agreed-upon reliability and availability goals without
undue field attention, such as excessively frequent lubrication and excessive wear of components
or wear surfaces. Reliability and availability expectations may be combined and considered as a
single criteriadependability. Dependability can be defined as the probability of a train being
delayed 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 dependability
expectation.
3.1.4 As warranted and feasible, car owners (with manufacturers) will seek to design and install
on new cars practical safety-related indicators that will aid field inspection personnel in making
observations 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 from
existing designs, the car owner is to document the new system and/or revised components; and the
car owner is to establish (in writing) pertinent accompanying procedures in accordance with the
scope 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 and
dissemination 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 effective
date 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 miles
or time in service consistent with the type of intermodal equipment car being considered and the
desired 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 criteria
for restoring a car to service. As such, the maintenance guidelines will incorporate wear limits
that 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 major
car components, including braking systems, trailer and/or container securement, tire platforms,
car structure, side bearings, draft system components, articulated and/or 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 from
periodic samplings or annual field surveys of the condition of cars in service. Results will be used
to 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 condition
to form the basis for confidently establishing and justifying adjustments in the inspection and
planned maintenance intervals currently prescribed in the car owners maintenance program. The
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primary objectives are to ensure that the cars consistently operate safely and avoid incidences of
delays due to unscheduled maintenance or repair.
Periodic inspection and planned maintenance may be performed at either a maintenance shop or
repair 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 be
based on statistically valid benchmark relationships, such as derailments per million ton-miles
and/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 by
priorities consistent with customer-oriented needs.
3.4 Training
3.4.1 Car owners are to develop and duly institute effective programs for continuous training of
those who are operating, inspecting, and maintaining the equipment. Such programs, which may
be common to more than one car owner, are to be registered with AAR to provide a centralized
means for avoiding unnecessary duplication/rework and to ensure compatibilities in application to
general interchange. Training tools and materials in the programs may take various forms such as
audio/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, including
classroom and hands-on training.
3.4.3 Car owners shall provide input to enable AAR to serve as a clearing house for collecting
industry-wide data on the nature and extent of training plans and accomplishments. Measures are
to 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 and
considered.
4.2 Implementation
Research and test results will be used to support the prioritization of the most cost-effective
upgrade 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 OWNERS MANUAL FOR THE INSPECTION AND MAINTENANCE OF
DOUBLE-STACK CONTAINER CARS
RP-899
1.0 INTRODUCTION
1.1 This recommended practice contains information on the inspection and repair of double-stack
cars 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 the
types of containers that can be loaded on double-stack cars as well as the type of containers and
trailers 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 national
fleet.
1.3 The purpose of this recommended practice is to provide guidelines for the inspection and
maintenance 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 maintenance
guidelines include recommendations for the repair and restoration of all double-stack cars and
components so that a car can be returned into service. Paragraph 2.0, Inspection Guidelines, is to
be 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 with
the 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 given
in 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 cars
must 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 in
service. These guidelines should not be confused with the maintenance guidelines given in
paragraph 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 a
control valve and reservoir. Control valves on five-unit cars are typically found on each end unit
and 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 valve
controls 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 (post
sided cars) or at the ends of (smooth sided cars) the units. These end hose pairs are provided for
test 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 for
air brake system leakage. These types of cars typically have independent air brake systems for
each 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 car
is 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 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. The WABCO TMX 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:
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 total
measurement from some reference surface such as the face of the bolster. An understanding of the
condition 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 is
expected from an emergency or heavier service application would be expected to result in longer
piston travel measurements as a result of such things as the greater elastic deflection of the brake
rigging. The values in the above table are based on a nominal 20-psi reduction leading to a brake
cylinder 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 brake
system 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 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. 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 or
when troubleshooting brake system problems. The higher brake cylinder pressure that is expected
from an emergency or heavier service application would be expected to result in longer piston
travel 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 brake
system effectiveness.
2.2.3 Slack Adjuster
The slack adjusters should be checked for bent, broken, or missing parts. Sleeve and jam nuts
should 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 only
2.2.4 Brake Shoes
Brake 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 owner
and railroads.
2.2.5 Hand Brakes
The hand brakes on double-stack cars are to be inspected according to the requirements of the
Field Manual of the AAR Interchange Rules, Rule 13. Attention should be given to ensure that
levers, sheave wheels, chains, rods, and hand brake power units are properly connected and not
binding.
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 unit
Multi-unit drawbar double-stack cars: . . . . . . . one hand brake per unit
SLEEVE NUT SLACK ADJUSTER TRIGGER JAM NUT
SLEEVE NUT SLACK ADJUSTER TRIGGER JAM NUT SPHERICAL FLANGED NUT
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2.2.6 Other Brake System Components
Other applicable Field Manual of the AAR Interchange Rules are listed below:
2.2.7 Empty-Load Valves
On 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 breakout
protection structure is to prevent loads in containers from falling through the floors of containers
and reaching the rail.
2.3.1.2 Some breakout protection structure also performs a structural function as a part of the
well 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 are
found. Some longitudinal stringers are made from flat plate and may exhibit a wavy surface. This
does 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 of
the breakout protection structure if it becomes defective en route and is found bent or broken and
it cannot be properly repaired. However, no two adjacent members may be removed. Removal of
breakout protection members is allowed only with the intent of preventing a problem until the
double-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 and
builder.
2.3.1.5 As the double-stack car is loaded, the floor of the containers should be checked to make
sure there is no damage that could lead to an en route problem.
Air brake inspection . . . . . . . . . . . . . . . . . . . . . Rule 3
Air brakes and parts. . . . . . . . . . . . . . . . . . . . . Rule 4
Air hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rule 5
Brake beams . . . . . . . . . . . . . . . . . . . . . . . . . . Rule 6
Brake pins and cotters . . . . . . . . . . . . . . . . . . . Rule 9
Brake levers, guides, and rods . . . . . . . . . . . . Rule 11
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Table 2.3 Breakout protection identification table
Car Type/
Capacity
Builder
Longitudinal
Members
Lateral
Members
Cross-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
Nonstructural; can
be removed per
guidelines
None
National Steel Car No cars built No cars built No cars built No cars built
Thrall Nonstructural; can
be removed per
guidelines
Structural; do not
remove
Structural; do not
remove
None
Trinity Nonstructural; can
be removed per
guidelines
Structural; do not
remove
None None
125-ton articulated
COFC only
Gunderson If present
Nonstructural; can
be removed per
guidelines
Nonstructural; can
be removed per
guidelines
Nonstructural; can
be removed per
guidelines
None
National Steel Car None Structural; do not
remove
Structural; do not
remove
None
Thrall Structural; do not
remove
Structural; do not
remove
Structural; do not
remove
None
Trinity (48-ft wells) Nonstructural; can
be removed per
guidelines
Structural; do not
remove
None None
Trinity (53-ft wells) None Structural; do not
remove
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 not
require repair. Loaded cars with side cracks between 2 in. and 6 in. long may be moved to the final
destination 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, or
down more than 1 in. should be removed from service. Positive camber in the sides is a common
part of the design and is not a cause for concern. Cars with sides that are buckled or have abrupt
bends 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 of
1 in. long should be removed from service. Cars with dents in the flat surface of the top chord in
excess 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 Supports
The guidelines given in this section apply to container supports of both the cast- and formed-steel
types. 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
Cars converted to
Container Only
Service; see
above
Cars converted to
Container Only
Service; see
above
Thrall No cars built No cars built No cars built No cars built
Trinity 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
Nonstructural; can
be removed per
guidelines
None
National Steel Car Nonstructural; can
be removed per
guidelines
Structural; do not
remove
Structural; do not
remove
None
remove
Structural; do not
remove
None None
Trinity Structural; do not
remove
Structural; do not
remove
Structural; do not
remove
None
All-purpose
stand-alone and
drawbar-connected
Gunderson None None None Structural; do not
remove
National Steel Car None Structural; do not
remove
Structural; do not
remove
Structural; do not
remove
remove
Structural; do not
remove
None Structural; do not
remove
Trinity Structural; do not
remove
Structural; do not
remove
None Structural; do not
remove
Table 2.3 Breakout protection identification table
Car Type/
Capacity
Builder
Longitudinal
Members
Lateral
Members
Cross-Bracing or
X-Bracing
Trailer Floor
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2.3.2.3 FlippersBulkhead Cars
Flipper operating mechanisms are to be inspected for loose or broken parts that are not restrained
from moving outside the clearance profile. Maintenance and repair instructions are given in
paragraph 3.4.3.
2.3.2.4 EndsAll Cars
Inspect the end sheets and attachment welds for cracks. Cracks less than 2 in. long do not require
repair. 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 Wells
The inside of the wells is to be inspected for debris, such as IBCs and brake shoes. Any debris
found 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 Bearings
In 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 when
measured 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 the
best results, a car should be empty and on relatively level track when having its side bearing
height adjusted.
2.4.1.3 Side bearings come in various models.
2.4.2 Single-Unit and Multi-Unit Drawbar-Connected Cars
The ranges should be as follows:
However, no one side bearing measurement should be less than 4 7/8 in. for loaded or empty cars
when measured on reasonably level track. If measurements fall outside of this range, side bearing
set-up heights should be adjusted according to the dimensions given in paragraph 4.4. To obtain
the best results, a car should be empty and on relatively level track when having its side bearing
height adjusted.
2.4.3 Summary ChartInspection 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 service
Empty
a/
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.
Loaded
a/
Car Type Standard Travel CCSB Long Travel CCSB Standard Travel CCSB Long Travel CCSB
Articulated 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 defective
side bearing component in kind. Do not lubricate replacement side bearing components.
2.5 Connectors
2.5.1 Articulated Connector
Articulated connectors are to be inspected for any of the following conditions that would render a
car 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
Lubricationsee 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 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
2.5.2 Drawbar Connectors
Drawbar connectors are to be inspected for any of the following conditions that would render a car
unacceptable 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 bottom
yoke strap, the car can continue to its final destination provided that the arrangement is tight
within the draft gear stops and that the filler block, wedge, shim, mini-gear, Y-46 follower, Y-45
yoke, 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 Gears
Draft gears having cracked, bent, loose, or missing components. Caution should be used because
defective gears can be under load.
2.7 Crossover and Access Platforms
Crossover 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 Wheels
Wheels are to be inspected and replaced according to the Field Manual of the AAR Interchange
Rules, Rule 41, or to more restrictive criteria established by agreement.
2.9 Journal Roller Bearings
Bearings are to be inspected and replaced according to the Field Manual of the AAR Interchange
2.10 Roller Bearing Adapters
Adapters are to be inspected and replaced according to the Field Manual of the AAR Interchange
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 the
70-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, or
deformed, 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 truck
must 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 exhibit
side bearing system distress.
2.11.3 Visually inspect the column, pedestal roof, brake beam wear guides, and slope pocket wear
plates.
2.11.3.1 If a wear plate is missing, replace the missing wear plate or component. If the wear plate
is 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 may
not need to be disassembled.
2.11.3.4 If a wear plate has two cracked welds and all other retention devices are secure, the
truck may not need to be disassembled.
2.12 Hitches
Hitches are to be inspected and repaired according to the Field Manual of the AAR Interchange
3.0 MAINTENANCE GUIDELINES
For 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 when
found 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 in
this 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 must
receive 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 be
painted orange to distinguish it from the release rod handle, which is painted white.
3.2.2 Leakage
Leaks in the air brake system are to be repaired such that the car complies with AAR leakage cri-
teria.
3.2.3 Piston Travel
Whenever piston travel is found to be outside the ranges given in paragraph 2.2.2, it should be
ascertained 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 range
under the columns entitled Initial Terminal of Tables 2.1 and 2.2, piston travel must be adjusted
as 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 by
installing a spacer under the sensor arm before setting the brake with a 20-psi brake pipe pressure
reduction 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 by
installing a spacer under the sensor arm before setting the brake with a 20-psi brake pipe pressure
reduction to obtain the correct cylinder pressure.
3.2.4 Slack Adjuster
If slack adjuster external parts are found to be bent, broken, or missing, they are to be repaired or
replaced 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 and
Recommended Practices, Section E, Standard S-486, latest revision, prior to the car being returned
to 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 be
replaced with the same or equivalent type valve. Proper adjustment of the empty-load equipment
can be made only on empty cars that are located on reasonably level track. The car must be
charged 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 valve
manufacturer or car owner. All empty load equipment should be tested following the original man-
ufacturers or car owners direction as stated in MSRP Standard S-486, latest revision. Any work
to 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 the
empty/load sensor valve should be made before the new elastomeric elements are installed.
3.2.6 Hand Brakes
On cars equipped with two or more hand brakes, the hand brakes are to be painted orange as an
indication that all hand brakes on such cars should be checked for a proper release when one of the
hand brakes on the cars is released with the intention to move the car.
3.3 Breakout Protection
The breakout protection on all cars is to be repaired in kind.
System Piston Travel Reset Range
Ellcon-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 Range
Ellcon-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 SidesAll Cars
3.4.1.1 Cracks in side sheets 6 in. long or less must be veed out, welded from both sides, and
ground 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 must
be straightened. For cars with sides that are buckled or have abrupt bends or kinks, contact the
car 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 be
repaired. Cars with dents in the flat surface of top chords in excess of 3/4 in. deep or in the corner
radius in excess of 3/8 in. deep must be repaired. Contact the car owner for instructions.
3.4.2 Container SupportsFormed or Cast Steel
Cracks in the container supports or areas of the body where the containers are supported are to be
veed out and rewelded from both sides. These repairs must be performed where the car can be
properly positioned for welding.
3.4.3 FlippersBulkhead Cars
3.4.3.1 Bent pipes that restrict the operation of the flippers are to be straightened or replaced if
necessary.
3.4.3.2 Corroded U joints are to be lubricated or replaced if broken.
3.4.4 EndsAll Cars
3.4.4.1 Cracks in end sheets or attachment welds 6 in. long or less are to be veed out, welded, and
ground 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 shear
plate must be repaired.
3.5 Side Bearings
If 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
End Trucks and Female Side of Articulated Connectors
Standard 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 Connectors
Long travel side bearings 5 7/16 in. + 1/16 in. (or as stenciled on car)
All Side Bearings at All Locations
Standard side bearings 5 1/16 in. + 1/16 in.
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3.5.3 Summary ChartMaintenance Guidelines
3.5.4 When side bearing components are replaced for cause, verify the side bearing setup heights
as 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 vertical
primary/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 or
replaced. 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 the
articulated 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 should
be emphasized that connector joints must be raised by lifting at the female side only or at both sides
at 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 articulated
connectors. Heights in this table are the actual rise of the carbody above the truck. The height is
the space that exists from the underside of the female articulated connector center plate to the
horizontal surface of the truck bolster bowl after the car has been jacked upward. Care should be
taken 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 ASF
connectors, 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 Articulated
Connectors
Car Type
Standard-Travel
CCSB
Long-Travel
CCSB
Standard-Travel
CCSB
Long- Travel
CCSB
Standard-Travel
CCSB
Long- Travel
CCSB
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 Cars
5 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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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 Gears
Cars are generally equipped with special draft gears that have a preload; caution should be used
for 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 shoe
is found to be defective, inspect the bolster pocket and repair as outlined in the Field Manual of the
AAR Interchange Rules, Rule 47.
3.9.2.2 On Barber 70-ton end trucks, if any all-metal friction shoe is found defective, replace the
defective friction shoe only in kind.
3.9.2.3 On Ride Control 70-ton end trucks, if any friction shoe is found defective, replace the
defective shoe only in kind.
3.9.2.4 If a 125-ton articulated car has not yet received an approved nonmetallic horizontal or
cup-type liner, the center plate will still require lubrication. Additionally, the dates of lubrication
and the location mark for the facility are to be stenciled on the car at the outboard corners of the A
and 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 vertical
and 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 the
lubrication date and location.
3.9.2.4.2 The intermediate trucks of either 100-ton or 125-ton cars equipped with nonmetallic
horizontal 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 be
applied on each side of the car at each intermediate truck. The C.P. LUB stencil is not to be applied
at the outboard ends of these cars.
3.10 Hitches
Maintain 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 the
inspection 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 maintenance
is to be based on 300,000 miles of service or 3 years in service, but in no case shall the actual
period of periodic inspection and maintenance exceed 350,000 miles or 4 years of service. Periodic
inspection and maintenance can be performed at either a maintenance shop or repair track as long
as personnel and equipment are available to perform the work described below.
4.2 Brake Systems
4.2.1 Single Car Test
Each double-stack car is to be subjected to an AAR Single Car Test in accordance with
MSRP Standard S-486, latest revision. All parts of the test are to be performed. The values given
in paragraphs 2.0 and 3.0 should be used when checking or setting piston travel during the test of
slack adjuster operation. The functioning of the empty-load sensor is checked as part of the Single
Car Test. The car owner and maintenance facility are responsible for maintenance instructions
describing how to properly adjust the empty-load sensor.
4.2.2 Brake Shoes
Replace 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 Rigging
Maintain per requirements given in the Field Manual of the AAR Interchange Rules, Rule 11.
4.2.4 Brake Cylinders
Check for loose brake cylinder mounting bolts, and tighten or replace as required.
4.2.5 TMB Decals
Apply 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 in
side 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 areas
are 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 to
procedures 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 kind
or replaced if required. They must be operable.
4.3.4 Handholds, sill steps, or crossover and access platforms that are broken, bent, missing, or
damaged 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 cars
and 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 Interchange
Rules, Rule 60 or more restrictive criteria if established by the car owner.
4.4 Side Bearings
The 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 work
on the trucks or articulated connectors is complete. Replacement of side bearing types is to be
based on detailed instructions received from the car owner.
The side bearing heights are to be reset on the empty car only and should be set only after all work
on the trucks is complete. Replacement of side bearing types is to be based on detailed instructions
received from the car owner.
4.4.3 Summary ChartPeriodic Inspection and Maintenance Guidelines
4.4.4 When side bearing components are replaced for cause, verify side bearing setup heights as
outlined in paragraphs 3.5.1 and 3.5.2.
Do not lubricate side bearings in service. When replacing components, lubricate per manufac-
turers instructions.
End Trucks and Female Side of Articulated Connectors
Long travel side bearings 5 1/16 in. + 1/16 in. N/A (or as stenciled on car)
Male Side of Articulated Connectors
Long travel side bearings 5 7/16 in. + 1/16 in. (or as stenciled on car)
All Side Bearings at All Locations
Standard 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 Articulated
Connectors
Car Type
Standard-Travel
CCSB
Long-Travel
CCSB
Standard-Travel
CCSB
Long- Travel
CCSB
Standard-Travel
CCSB
Long- Travel
CCSB
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 cars
5 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 the
articulated double-stack car are to be separated in order to inspect and perform maintenance on
the articulated connector. Instructions exist that describe restoration procedures for articulated
connectors, 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 of
components that affect the vertical height of the male connector relative to the side bearings is to
be accomplished based upon car owner and manufacturer instructions. This restoration is to be
completed before side bearing heights are adjusted.
4.5.1.2 Lubrication of these connectors is recommended only when replacing components or when
the 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 the
articulated connector using the procedure given in the Field Manual of the AAR Interchange Rules,
Rule 60.
Prior 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 the
drawbar connectors. Instructions exist that describe restoration procedures for drawbar connec-
tors, and knowledge of the pre-disassembly conditions is required. Restoration of components that
maintain the slack-free nature of the drawbar connectors is to be made using instructions supplied
by the car owner and drawbar connector manufacturer.
4.6 Draft Gears
Cars are generally equipped with special draft gears that have a preload; caution should be used
for 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 cars
are to be equipped with special nonmetallic wear liners at the time of periodic maintenance
according 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 be
equipped 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 Interchange
Rules, 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 or
cup-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 on
each 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 with
metallic 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 Type
a/
a/
Both COFC ONLY and all-purpose DS cars are treated the same in this chart.
70-ton End Trucks
Configuration
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.4No LUB
stencil required
Interchange Rules,
Rule 47.E.4No LUB
stencil required
Approved manganese cup
type wear liner
Interchange Rules,
Rule 47.E.4No LUB
stencil required
type wear liner
Interchange Rules,
Rule 47.E.4No LUB
stencil required
Approved nonmetallic cup-
type wear liner for 100T
trucks
DO NOT LUBstencil
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
Interchange Rules,
Rule 47.E.4No LUB
stencil required
Approved nonmetallic cup-
type wear liner for 125T
trucks
b/
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 LUBstencil
indicating that truck is so
equipped is to be applied on
each side at each location
b/
type wear liner
Interchange Rules,
Rule 47.E.4No LUB
stencil required
1-unit, 3-unit,
4-unit, stand-
alone or drawbar-
connected, 70T
DS cars
Interchange Rules,
Rule 47.E.4No LUB
stencil required
Same as end Same as end
type wear liner
Interchange Rules,
Rule 47.E.4No LUB
stencil required
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 Hitches
Maintain 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/A
Super Service Ride Control 6 8 or 6 11 1.5625 N/A
Ride Control 6 1/2 9 or 6 1/2 12 1.812 N/A
Ride Control 7 9 or 7 12 1.812 N/A
Barber 6 8 or 6 11 0.75 0.75
Barber 6 1/2 9 or 6 1/2 12 0.50 0.50
Barber HD 6 1/2 9 or 6 1/2 12 0.75 0.75
Barber 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 PURPOSE
The purpose of this document is to contribute to the safety of rail personnel/equipment and of
affected communities by establishing uniform standards for intermodal unit securement to rail-
cars.
2.0 SCOPE
This 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 Definition
Container 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-Departure
Independent visual inspection by a securement verifier that
all units are properly secured to cars and to other containers
if double-stacked.
Unloading
Visual examination for proper securement by securement
verifier of units on railcars before units are lifted off of railcar.
Port Loading
Visual inspection of same elements as required by post-
loading/pre-departure and unloading inspections for port
facilities handling intermodal traffic.
Private Facility Loading
Visual 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, or
missing
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 missing
2. Interbox Connectors
A. Cone broken or missing
B. Locking handle inoperative or broken
3. Container Pedestals
A. Pedestal latch broken, missing, out of vertical orientation
B. Latch compresses into the lock housing by hand
C. Twist-lock cracked, broken, missing, or can be turned by
hand more than 45
D. Pedestal housing cracked, broken, or missing
4. Flatcar Rub-Rails
A. Broken or missing at tandem
5. Chassis (When Loaded on Flatcars)
A. Chassis twist-lock inoperative, broken, or missing
B. 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 Frequency
Securement audits will be conducted by rail management at the following intervals using the
industry 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 Extent
Each audit must include inspection of a reasonable number of cars as appropriate to the operation.
4.1.3 Timing
Audits shall be performed after the post-loading/pre-departure inspection.
4.1.4 Form
See Fig. 4.1.
4.2 Loading Practices Impacting Securement
4.2.1 Inoperative or Defective Securement Devices
Securement devices found inoperative or defective during positioning of securement devices for
loading 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 the
positive 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 for
Securement defect, items 1, 3, and 4, for conditions that would result in locking out a securement
device 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 must
clearly 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 Impacting
Securement
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 on
a 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 Binders
Flatbed/rack chains and/or binders are not properly secured and stowed.
4.5.4 Double-Stack Well Cars
There 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 an
actual 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 until
inspected 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 fax
or 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 previous
carrier 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, or
for securement failures resulting in at least $6,600 of damages (threshold adjusted periodically).
See Fig. 4.3.
4.6.3 Tracking Securement Failures
Each 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 verifier
involved.
4.7.2 Retraining and requalification with a securement verifier is required before resuming
securement verification duties.
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4.8 Training Criteria for Securement and Inspection
4.8.1 Personnel
All personnel involved in a) the inspection of securement devices and appliances; b) the intermodal
loading process; or c) securement inspections, whether railroad or contract personnel, must receive
training in proper loading and securement practices and procedures before performing securement
activities.
4.8.2 Training
The 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 identification
of visible defects of securement devices.
4.8.3 Standards
Personnel will be trained and qualified to comply with the securement procedures specified in this
document.
4.8.4 Reference Material and Training Aids
The 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 Records
Training and associated certification will be performed by and recorded with either the railroad or
the contractor, at the option of the railroad. Related records will be kept at the individual facilities.
4.8.6 Retraining Intervals
Retraining must be accomplished at appropriate intervals of not less than every 3 years, which
will ensure that employees are kept apprised of changes to operating policies and procedures as
well 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 FORM
RAILROAD ____________________________ LOCATION ____________________________ DATE ______________
(Circle the condition found and describe it on Page 2, referencing the exception number)
(Circle one)
Excep
Code
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 HAVE
a. 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 INSPECTION
a. 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.
Trailers
a. 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)
Containers
a. 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 Binders
a. Flatbed/rack has all chains and binders properly secured/stowed. OK FAIL (35)
Double-Stack Well Cars
a. 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: DATE
Auditor: _________________________________________________________________________ ________________
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 REPORT
Check 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/CONTAINER
SECUREMENT 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
(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
(concluded)
Condition Numbers
1. Trailer/container fell from car
2. Trailer/container struck during railcar transit
3. Trailer/chassis kingpin engaged but not locked in hitch
4. Trailer/chassis kingpin out of hitch (in front of, behind, on top of, or to the side of the top plate)
a. Jaw locked
b. Jaw not locked
5. Hitch retracted or collapsed
6. Trailer tires overriding rub-rails or raised side sills, resting on a container pedestal; not completely supported by railcar
deck
7. Trailer tire missing or flat
8. Trailer landing gear not properly clear of deck
9. Trailer/container shifted or leaning in/on car
10. Trailer/container doors not closed
a. Trailer
b. Container
11. Container-to-chassis locking devices
a. Missing
b. Not locked
12. Container handling fitting not secured
a. Defective lock or pedestal
b. Container not seated properly
c. Low profile casting container loaded on high profile pedestals
13. Container handling fitting broken or bent, preventing proper securement
14. Bulkhead railcar flipper guides not properly positioned for top container
15. Railcar container width guides not properly positioned for size of container
16. IBC improperly positioned (upside down or present with no top container)
17. IBC missing
18. IBC unlocked
19. IBC improperly stowed
20. IBC improper type used
21. IBC locking handle broken or missing
22. Container loaded on top of foreign object
23. Container contacting an adjacent securement device so as to prevent proper securement
24. 20-ft containers loaded into well not approved for 20-ft containers
25. Flatbed/rack chains or binders not properly secured/stowed
26. Other: Indicate condition in the Problem Found section
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Fig. 4.3 TOFC/COFC Incident Reporting Form
TOFC/COFC INCIDENT REPORTING FORM
HANDLING 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 CODES
1. Trailer/chassis/container falling from car
2. Trailer/chassis/container struck
TOFC INCIDENT CAUSE CODES COFC INCIDENT CODES
T1. Hitch/jaw not locked C1. Container not secured
T2. Kingpin in front of hitch C2. IBC unlocked
T3. Kingpin behind hitch C3. IBC missing
T4. Kingpin on top of hitch O1. Other
T5. Trailer tire on top of rub-rail U1. Unknown
T6. Trailer tire contacting pedestal
T7. 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. Other
U1. Unknown
Send to ManagerIntermodal 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 and
report 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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2/1/04
2/1/04 I209
APPENDIX A
Appendix A
APPENDIX A
REVISED 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 the
event a new specification, standard, or recommended practice does not include an effective date, the printed page date
will constitute the effective date.
Page Numbers
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