A complete container chassis pre-trip covers 8 zones. Twist locks and push pins (all 4 corners engaging smoothly, no cracked welds, safety devices intact). Slider mechanism if equipped (moves freely, stops undamaged, no elongated apertures). Main rails and bolsters (no cracked welds, no bent members, kingpin area intact). Tires, wheels, and axles (2/32" minimum tread, no sidewall damage, wheel bearings tight). Brake system (push rod within adjustment, no air leaks, ABS operational). Air lines and glad hands (no cracks, seals intact, no leaks). Lights, reflectors, and marking (all lights operational, conspicuity tape intact, USDOT/IEP identification legible). Landing gear and kingpin (operates both directions, no cracked welds). Truck Inspection & Maintenance software builds photo-verified chassis pre-trips zone by zone.

Two parties share separate responsibilities. The Intermodal Equipment Provider (IEP) — typically a shipping line, chassis pool operator, or leasing company — is responsible for systematic chassis maintenance, compliance with FMCSRs Parts 390, 393, and 396, annual DOT inspection certification, and repair of driver-reported defects. IEPs are subject to on-site roadability reviews. The motor carrier is separately responsible for pre-trip inspection before every drayage move, defect reporting at receipt, refusing to operate defective chassis, DVIR documentation per § 396.11, and roadside inspection cooperation. Any defect that a driver misses becomes the motor carrier's citation regardless of who caused it — which is why documented defect reporting at receipt is critical.

Twist locks are the four mechanical fasteners at the corners of a container chassis that secure a container to the chassis frame. Each twist lock's bayonet inserts through the oval hole in the container's bottom corner casting, then rotates 90 degrees to lock. When all four are engaged, the container becomes structurally part of the chassis — sharing loads through the corner castings and providing the rigidity that makes the whole unit stable at highway speed. Pre-trip inspection must verify all 4 twist locks engage smoothly, are free of rust and mechanical wear, have no cracked welds, and have functional handles with safety devices intact. A single defective twist lock is an out-of-service condition.

A roadability review is an on-site FMCSA examination of an Intermodal Equipment Provider's compliance with Parts 390, 393, and 396 of the Federal Motor Carrier Safety Regulations. The FMCSA auditor visits the IEP's maintenance facility, verifies systematic maintenance program records, reviews annual DOT inspection certificates per chassis, checks driver-reported defect resolution documentation, and physically inspects a sample of chassis in the pool. IEPs are not currently rated in FMCSA's Safety Measurement System (SMS), but non-compliant IEPs face civil penalties and mandatory corrective action following a roadability review. Roadability reviews are triggered by patterns of chassis violations at roadside, complaint patterns, or random selection. Contact our team to see how the software supports IEP maintenance programs.

Five-step workflow. First, walk and photograph the chassis before touching it — document the USDOT/IEP identification plate and any visible damage. Second, complete the 8-zone systematic inspection, photographing every defect found. Third, document defects on the Equipment Interchange Report (EIR) before signing — the EIR is the legal record and signing clean means the defects become yours. Fourth, refuse the chassis if defects are at OOS level — you have both the right and the obligation to refuse an unroadworthy chassis. Fifth, complete a DVIR per § 396.11 with all defects noted and deliver to the IEP for repair. Retain photos and the DVIR as evidence — a documented defect-report at receipt protects the motor carrier's CSA record if the chassis is later inspected at roadside.

Six patterns dominate chassis out-of-service violations. Inoperative or missing lights — brake lights, turn signals, marker lights, or reflectors non-functional (the single most preventable category). Brake adjustment out of spec — push rod stroke exceeding limits, easily verified with a chalk mark and stopwatch. Tire tread below 2/32" — chassis see high-mile use across many carriers, so tread depth degrades fast. Cracked or ineffective twist locks — cracked welds, worn bayonets, non-locking mechanisms. Air leaks and damaged glad hands — audible leaks, cracked lines, torn seals. Damaged slider stops or elongated apertures on slider chassis — bent stops mean the axle can shift under load, an extreme rollover risk. Every one is preventable at pre-trip. Try free: sign up here.