If you've been part of the intermodal industry at all during the last 27 years, you know InterStar North America as a leader in over-the-road and on-site maintenance and repair services.

InterStar manages service for intermodal chassis and containers for equipment providers (railroads, steamships, and chassis pools) and trucking carriers.

Statement of Neutrality

It is the function of InterStar North America, Inc., the emergency road service provider, to provide responsive service and an accurate assessment of failure cause. As an emergency road service provider we are required to adhere to all billing rules and processes as dictated by AAR, UIIA and specific customer requirements. To that end, we maintain a posture of neutrality in billing, failure assessment and reporting activities.

AAR Rules

CLICK HERE to download the latest full copy of the AAR Intermodal Interchange Rules including Billing and Repair Procedures.

Excerpt from AAR Rules, Section B, Tires and Tubes:

27. Maintenance, Repair, and Replacement



1. Trailer or Chassis Owner Responsibility


Repairs, renewals, or replacement of tires and/or tubes shall be at the expense of the trailer or chassis owner, except as otherwise provided in Section F. The trailer or chassis owner shall be responsible for renewal of tires and tubes when necessary, due to the following causes:


1. Tread depth 2/32 inch or less. Measurement must be made in tread grooves only, not to include tire tread tie bars.
2. Separation of tread
3. Visible blisters or knots
4. Worn out, deteriorated tube
5. Pulled valve stem, cut tube, when not associated with Section F damage to tire


2. Handling Line Responsibility



1. Maintenance

The carrier in possession of a trailer or chassis in interchange service shall provide maintenance to tires and tubes, including proper inflation, the repair of flat tires, pulled valve stems, etc., subject to provisions of other rules with regard to charges. When a tire and/or tube is repaired or replaced, the carrier in possession must inflate all tires on the trailer or chassis to the manufacturer’s recommended psi. Ensure all hoses are reconnected to automatic tire inflation systems. Valve caps must be installed.


2. Unserviceable Tires

When an unserviceable tire is replaced by other than the owner, it must be with a new tire or newly recapped tire meeting the Minimum Standard for Retreading and Repairing Bias Ply and Radial Tires, as shown in Appendix B, Section B14 to justify charge to the owner. The application of used tires and/or tubes by the handling carrier is prohibited and is considered wrong repair, and no charge can be assessed the trailer or chassis owner.


3. Rims

Exchanging of rims is prohibited, unless necessary due to an unserviceable rim. When replacing a rim, a rim of the same type and size must be used, e.g., 20 inch tube type with a 20 inch tube type; 22 inch tubeless with a 22 inch tubeless.


4. Serviceable Tubes

When a tire is replaced, a serviceable tube and flap that is removed must be reapplied.


5. Unserviceable Tubes

When an unserviceable tube is replaced by other than the owner, the tube must be replaced with a new tube to justify charge. The unit repair billing form must show the size, the location on/off, and the reason for replacement.


6. Booting, Sectioning, or Vulcanizing

Structural repairs to tires on foreign trailers or chassis by booting, sectioning, or vulcanizing by the handling carrier is prohibited and is considered wrong repair, and no charge can be assessed the trailer or chassis owner.


7. Exchanging of Tires

Exchanging or swapping tires due to a flat tire condition is prohibited.


8. Multiple Renewals and Replacement at Terminals and by Contracted Vendors

Renewals and replacements at terminals and by contracted vendors of two or more tires on the same unit due to the causes listed as Trailer or Chassis Owner Responsibility (Rule 27a) require fax or electronic notification to the owner within 2 business days from the time of repair, if the owner has provided notification information for the listing published by the AAR. Lack of receipt of required notification by an owner is not in itself justification for not paying a repair bill.


3. Repair, Renewal, and Replacement Procedures



1. Tire Repair Billing Form

The Tire Repair Billing Form to the owner must show the tire size and manufacturer’s DOT tire identification number for each new tire applied or the recapper’s DOT tire identification number for each recapped tire applied to justify charge. The same information must also be shown for each tire removed, if available. Billing must also show tire location and the reason for replacement to justify charge. All information pertaining to DOT identification codes, both on new or recap tires, must follow federal regulations, in accordance with Tire Identification and Recordkeeping Regulation, 49 CFR Part 574 (36 F.R. 1196).


2. Inspection and Collection of Unserviceable Tires

The inspection and collection of unserviceable tire(s) shall be a matter of mutual agreement between involved parties as to procedures.


3. Retention Period

When tires are removed from a trailer or chassis at an intermodal facility or at an outside repair facility authorized by the railroad, the tire must be maintained at the facility for at least 7 days or as otherwise agreed. Tire(s) must be marked identifying the trailer or chassis initial and number, date, wheel position, and circle defect. The Why Made Code and tread depth must also be indicated.

Excerpt from AAR Rules, Section F, Handling Carrier Responsibility:

81. Damage--By Causes



Handling carriers are responsible for damage as follows:


1. Trailer or Chassis Owner Responsibility
2. Accident of any type, at any time, on or off a railcar
3. Storm or flood
4. Explosion
5. Unconcealed fire and inside or concealed fire, when handling line has knowledge of same, while unit is in its possession
6. Failure to properly handle unit on or off car
7. Failure to properly close and secure doors
8. Contamination by loading with contaminating commodities such as: (...)
9. Repair and servicing to brakes and brake system components due to accumulation of ice and snow


82. Damage--Evidential



Handling carriers are responsible for damage as follows:


1. Metal door, gate, sheet, post, crossmember, brace, or support cut or torn through thickness of metal, including such cuts or tears covered by tape, caulk, and/or tar
2. Metal door, gate, sheet, post, crossmember, brace, or support bent, where proper operation or function of unit is impaired, except when caused by deterioration due to corrosion or decay
3. Clean Interior
4. DOT Under Ride Guard missing or bent/cut per Appendix B, Section B15
5. Tire sidewall cut/punctured through one or more plies of fabric
6. Tire shoulder and/or tread cut/punctured through one or more plies of fabric, when such injury is larger than 1/4 inch. When the tire shoulder and/or tread is punctured through the tire, causing a hole 1/4 inch in diameter or less, the injury must be patched prior to reuse.
7. Damage to tires and tubes as a result of being slid flat. Any tire is considered to be “slid flat” if a flat spot occurs and removes 4/32 inches of tread or rubber (when compared to the remaining tread). It is not necessary for the tire to have a loss of air.
8. Damage to tires and tubes as a result of being run flat. To prevent run-flat damage, tires should be inflated as per Appendix B, Section B14.

Why Made Codes
Equipment providers typically accept billing for codes highlighted below

Associated With Repairs	01
Bent	02
Broken	03
Defective	04
Inoperative	05
Leaking	06
Loose	07
Missing	08
Slick Tread	09
Separated Cap	10
Blister	11
Run Flat	13
Cut, Torn	14
Worn Out	15
Flat Tire	16
Channel Crack or Weather Check	17
Weld Broken	18
Internal Failure	19
Correct Improper Repair	20
Corrosion	21
Rotted	22
Flex Cracks	23
Burned Out	24
State/Federal/Insp	25
Vandalism	26
Dirty,Nails,Dunnage	27
Warranty	28
Retire/Destroyed	29
Terminated	30
Lost/Stolen	31
Per Contract	32
Railroad Damage	33
Slid Flat	34
Close and Secure Door	35

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UIIA Agreement

CLICK HERE to download the latest full copy of the Uniform Intermodal Interchange and Facilities Access Agreement.

Excerpt from UIIA Agreement (page 5):

4. Tires



1. Repair of Damage to tires during Motor Carrier’s possession is the sole responsibility of Motor Carrier, based on prevailing reasonable and customary repair costs and equipment use. [Revised 09/01/09]



2. Repair of tires unrelated to Damage occurring during Motor Carrier’s possession is the sole responsibility of the Provider, based on prevailing reasonable and customary repair costs and equipment use. [Revised 09/01/09]

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Process Improvements

CLICK HERE to download the full copy of the IANA M&R Committee's Tire Condition Awareness Program presentation.

In this document made by IANA you will learn about tires and why tires fail. Recognizing tire condition and failures can avoid down time, Road Service Calls, and can Reduce cost Associated with tire issues.

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F.A.Q.

1. What is "Tire Abuse"?

In Intermodal terminology, "Tire Abuse" involves a tire that has been damaged by the trucking company/driver. A damaged tire is no different than a damaged door or dolly legs or other items and is the responsibility of the trucking company. Tire failures caused by such things as skid flats, running the tire flat, impacts, cuts or curbing are common examples of "Tire Abuse".

2. What is the most common cause of abuse?

If a tire goes flat for any reason and the driver continues to run on the tire until the physical condition of the tire is described as run flat, shredded, two sidewalls, or two beads, this is generally considered “Tire Abuse” in the Intermodal industry.

3. What are other types of tire abuse?

Other types of common tire abuse are cut tires, impact breaks and skid flats. Cut tires and impact breaks are usually the result of road hazards and curbing the tires.

4. What are skid flats?

Skid flats are the result of the brakes on the chassis or trailer locking up and the tires are drug causing a flat spot in the tire. If the tires are dragged far enough, the tires will blow out. The brakes can lock up due to a variety of mechanical problems. Generally, in this situation, equipment providers will accept the billing for the tires. If the driver is going down the highway and the brakes lock up, the tires will become skid flat in a matter of seconds. However, most skid flats are the result of moisture in the airlines causing the brakes to lock up; the driver then tries to free up the brakes by dragging the unit until the tires blow out. The latter two situations are generally considered driver negligence and intentional damage. These incidents usually happen at terminals or customer’s docks where the trailer has been sitting.

5. Why is a blowout not a cause of failure?

A “blowout” is considered to be a result and not a cause of tire failure. Examples: An impact break can cause a “blowout”. A cut tire can cause a “blowout”. A skid flat will result in a “blowout”. A puncture of the tire can cause a “blowout”. A peeled cap can cause a blowout if the driver does not pull over quickly. A repair, which has failed, can cause a “blowout”. However, a “blowout” is not the cause of failure.

6. What are the causes of failure for which the Intermodal equipment providers will accept?

Intermodal equipment providers will accept defects such as peeled caps, separations, channel cracking, weather checking or blistered which did not result from damage by the trucking company. They will generally accept billing for normal wear and tear such as tread wear under 2/32nds.

7. My driver said the tire peeled; why am I being billed for “Tire Abuse”?

It is difficult, if not impossible, to determine a tire defect on the side of a road. The tire must be returned to the servicing facility for a thorough inspection in the proper environment. An inspector trained to determine cause of failure will perform the final inspection

8. The driver was in a construction zone when the tire failed. He could not pull over and now I am being billed for a run flat. How is that the driver’s fault?

In the Intermodal industry, a run flat is the handling carrier’s responsibility. Generally, regardless of the circumstances, any damages to tires are the carrier’s responsibility.

9. My driver went to ABC Company and found the unit with a tire that was in a shredded-like condition. He thought he was doing the right thing by calling it in for service. Another trucking company actually spotted the unit. The vendor said it was a run flat and now I am being billed for “Tire Abuse”. Why am I getting the bill?

Road service companies generally have no way of knowing who spotted the trailer at the facility. If your driver calls it in and your company is listed as the carrier, then your company and driver take on the responsibility of the repair. If the defect of the failed tire is a damage condition, your company will be billed. The driver should have notified his dispatch that in return would have notified the equipment provider to make the repairs.

10. My driver hit a large metal bar in the highway and blew the tire(s). The driver could not avoid it. Why is my company being billed?

The damage was caused by an impact with an object in the road and is considered “Tire Abuse” in the Intermodal industry. This type of damage would be the responsibility of the handling carrier.

11. My driver peeled a cap 20 miles from the terminal. The tire was already ruined, so I brought him to the terminal to save down time. Now I am being billed for a tire that was already ruined. How is that fair?

If the tire is in a shredded condition, two sidewalls, or two beads, the driver has run on the defective tire and may have destroyed the evidence of tire failure. The vendors and equipment providers can only look at the physical condition of the tire and not to any events preceding the demise of the tire. The tire could have failed from an impact break. It is almost impossible to determine cause of failure when the tire is shredded, two sidewalls or two beads.

12. My driver blew a tire just up from a truckstop. He continued to the truckstop so that he could get a bite to eat and rest a short time while waiting for service. Why am I being billed for a run flat?

One never knows how far ‘just up’ is. It could be ˝ mile or it could be 20 miles. Regardless, the vendor looks at the physical condition of the tire to determine the cause of failure. If the tire had peeled but the driver continued on to the truckstop, he may have destroyed the evidence of failure.

13. Why should the trucking company pay to put tires on Railroad equipment? The tires were in that condition when my driver checked it out from the ramp.

It is generally considered to be the responsibility of the driver to check the tires for proper inflation and roadworthiness before he leaves the ramp. Tires needing attention should be repaired/replaced before he departs.

14. Intermodal trailers are overloaded for bias tires. Why should the trucking company be responsible for these tires when they blow out?

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