Truck Drayage Productivity Guide (2011) / Chapter Skim
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Pages 64-70
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From page 64... ...
Drivers in other countries do not interchange chassis with the ocean carriers or terminal operators. Costs or delays in obtaining a chassis are therefore an internal drayage company issue in those countries, and of no concern to the marine terminals (as long, obviously, as the chassis is functional)
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From page 65... ...
In many cases, the chassis must be owned or controlled by the same ocean carrier that owns or controls the container. Where there are vessel-sharing agreements or terminal chassis pools, other rules may apply.
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From page 66... ...
The chassis and the container it carries are interchanged to the drayage firm and the firm becomes liable for any damage beyond ordinary wear and tear. The chassis will be inspected when it is returned to the marine terminal, and the drayage company can be billed for any necessary repairs.
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From page 67... ...
Chassis flips of this kind are also one of the few significant bottlenecks at rail intermodal terminals. Container Chassis Supply Time and Delays 67
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From page 68... ...
Ordinarily, there is no law against owning a defective or substandard chassis, but there are laws against operating unsafe equipment on public roads. The burden has thus previously been placed disproportionately on the drivers and motor carriers, who must either find a good chassis or wait to have one fixed.
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From page 69... ...
The advantage for the motor carrier is that it can make double moves as long as the service involves participating lines, railroads, and/or marine terminals. TRAC is responsible for normal wear and tear.
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From page 70... ...
Such a change would likely also eliminate wheeled operations at marine terminals, which is itself a logical evolutionary step for the industry. A shift to trucker, shipper, or third-party chassis supply would also affect the operation of rail intermodal terminals, which are almost all wheeled.
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