This page lists inspection criteria used by this organization

for all shipping containers.

In general, any container used for international transport must have a valid safety approval plate or "CSC plate". CSC is the abbreviation for

Container Safety Convention.

In order to avoid damage in transit, the container should, however, be properly inspected before and after packing. [46] recommends the following inspections:

Outside of container:
 

1. No holes or cracks in walls or roof.
   
    

2. Doors operate properly.
   
    

3. Closing devices operate properly.
   
    

4. No adhesive labels from the previous cargo, e.g. IMO placards.
   
    

5. For flat racks: stanchions (if ordered) are complete and correctly fitted. For 40' flat racks: all lashing belts are present.
   
    

6. For open-top containers: roof bows are complete and correctly fitted.
   
    

7. For open-top containers: tarpaulins are undamaged and fit properly; ends of tarpaulin ropes are undamaged; all roof eyes are present.
   
    

8. For hard-top containers: roof is undamaged, roof locking mechanism fits and operates properly.

Inside of container:
 

9. Container is watertight. Test method: enter container, close both doors tightly and look for incoming light (e.g. through cracks, holes, door gaskets etc.).
   
    

10. Container interior is absolutely dry. (Wipe up any condensation or white frost in order to avoid corrosion and moisture damage of the cargo.)
    
     

11. Container is clean, free of cargo residues and neutral in odor.
    
     

12. No nails or other protrusions which could damage the cargo.

Inspection after packing:
 

1. The container is packed appropriately for the cargo, anticipated transit stresses and the container.
   
    

2. A copy of the packing list is placed in a highly visible location inside the container (for Customs inspections and the like).
   
    

3. When lumber is used as a packaging material etc., it may, under certain circumstances, be necessary to comply with the quarantine regulations of the country of destination and a phytosanitary certificate or proof that the lumber has been treated may have to be placed conspicuously in the container. Information may be obtained from the phytosanitary authorities of the countries concerned.
   
    

4. The doors and, if applicable, roof covering have been carefully closed. (Strong steel wire cables, padlocks or high security seals provide protection from cargo theft.)
   
    

5. Closures are secured with metal and other seals in order to reduce the risk of theft (record the seal number).
   
    

6. For open-top containers: tarpaulins are correctly fitted and tarpaulin ropes correctly threaded (Customs-approved closure).
   
    

7. If the cargo is covered with tarpaulins in special containers: the tarpaulins are securely fastened.
   
    

8. Old adhesive labels have been removed.
   
    

9. For refrigerated containers with refrigeration unit and heat table tank containers: the correct temperature has been set. For refrigerated containers, the temperature recorder is running and the temperature is displayed.

FOR STEEL GENERAL PURPOSE CONTAINERS

(For use at all container interchanges)

Revision 3   21 April 2004

• These criteria are designed for use at all container inspections;

• The criteria should not vary between an in-service and on / off hire survey inspection and should be accepted on a universal basis by shipping lines, container leasing companies and container operators supporting these criteria for all general worldwide container interchanges;

• Items not specifically detailed in the criteria are covered by this general introduction only if they require repair;

• Any user of these criteria requiring a standard above that detailed in the criteria should negotiate directly with the depot and/or owner / operator concerned;

• The tolerances / permitted damages listed are not the minimum necessary to meet basic safety requirements but are selected to ensure the container is serviceable while minimizing the need for repair and thereby preserving asset life; and

• The repair method selected should be the most economical and suit the particular repair location.

This is defined as damage that is not to be repaired and includes:

• All flange damage except damage to weld connections;

• Deformation of structural members up to ISO +10mm on the side face and ISO +5mm on the end face; and

• Previous repairs should not be reworked unless the structural integrity of the container is compromised or it is unsuitable for cargo.

This is defined as damage that must be repaired because:

• The International Convention for Safe Containers, 1972, as amended (CSC) is violated and container safety is affected;

• The Customs Convention is violated;

• There is a reduction in the internal height dimension by more than 70mm and/or the internal width / length dimension by more than 50mm;

• The container is unsuitable for cargo;

• Cracks in welds are present unless otherwise stated; and

• Corrosion, not due to paint failure, which causes loss of structural integrity.

This is defined as unavoidable change or deterioration of the condition of the container brought about by routine operational use and includes:

• General paint deterioration;

• Deterioration of door gaskets and fittings;

• Deterioration of door fixings arising from deterioration of doors;

• Flooring de-laminations resulting from routine cargo loading and unloading cycles.

• Manufacturing defects or suspected manufacturing defects are to be reported to the owner.

2   MAIN STRUCTURAL COMPONENTS