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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?
A 14 ply 10.00x20 bias ply tire is rated to carry 5300 pounds with 90 pounds of air pressure. This equates to a load carrying capacity on the trailing position of 42,400 pounds. Legal load limit is 34,000 pounds for the rear axles.
