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Dry Van Inspection Manual

Steel Dry Cargo & Open Top Containers

Version 3.5

February, 2017
1.1.1 Triton International Dry Van Inspection Manual

Table of Contents
(Hold “Ctrl” button and click on any item below to go directly to that section of the manual.)

1 INTRODUCTION.................................................................................................................................................3
2 REPAIR STANDARDS & GUIDELINES .........................................................................................................4
2.1 LOCAL PORT STANDARDS ............................................................................................................................. 4
2.2 REPAIR COST ALLOCATION ........................................................................................................................... 4
2.3 PREEXISTING CONDITIONS ............................................................................................................................ 4
2.4 IMPROPER / NONCONFORMING REPAIRS ...................................................................................................... 5
2.5 TRITON DEPOT REPAIRS ............................................................................................................................... 5
2.6 CORROSION TESTING (HAMMER TESTING) .................................................................................................. 6
3 DAMAGE EXAMPLES ......................................................................................................................................8
3.1 EXTERIOR PANELS ........................................................................................................................................ 8
3.1.1 Triton Standards .................................................................................................................................. 8
3.1.2 Ports with Onhire Standards Exceeding IICL & Triton Standards ............................................... 8
3.1.3 Exterior Panel Damage Samples...................................................................................................... 9
3.2 FRAME ......................................................................................................................................................... 42
3.2.1 Triton Standards ................................................................................................................................ 42
3.2.2 Frame Damage Samples ................................................................................................................. 42
3.3 DOORS & GASKETS ..................................................................................................................................... 54
3.3.1 Triton Standards ................................................................................................................................ 54
3.3.2 Ports With Onhire Standards Exceeding IICL & Triton Standards ............................................ 54
3.3.3 Door & Gasket Damage Samples .................................................................................................. 55
3.4 UNDERSTRUCTURE ...................................................................................................................................... 71
3.4.1 Triton Standards ................................................................................................................................ 71
3.4.2 Understructure Damage Samples .................................................................................................. 71
3.5 INTERIOR W ALLS ......................................................................................................................................... 84
3.5.1 Triton Standards ................................................................................................................................ 84
3.5.2 Ports with Onhire Standards Exceeding IICL & Triton Standards ............................................. 85
3.5.3 Interior Wall Damage Samples ....................................................................................................... 85
3.6 FLOOR .......................................................................................................................................................... 98
3.6.1 Triton Standards ................................................................................................................................ 98
3.6.2 Ports with Onhire Standards Exceeding IICL & Triton Standards ............................................. 98
3.6.3 Floor Damage Samples ................................................................................................................... 99
3.7 OPEN TOPS ............................................................................................................................................... 115
3.7.1 Triton Standards .............................................................................................................................. 115
3.7.2 Ports with Onhire Standards Exceeding IICL & Triton Standards ........................................... 115
3.7.3 Open Top Damage Samples ......................................................................................................... 115

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1.1.1 Triton International Dry Van Inspection Manual

1 Introduction
The Container Owners’ Organization (COA) and The Institute of International Container Lessors (IICL)
have issued criteria for the inspection and repair of containers. Triton requires that all Triton depots and
surveyors follow the COA’s Common Interchange Criteria (CIC) for inspection and the IICL guidelines for
all other inspection and repair standards not covered by the CIC. However, in some areas the COA and
the IICL have not fully defined the criteria, and it has been left to the container owners to establish their
own standards. These areas are commonly referred to as gray areas, and manuals such as this one are
called gray area manuals. In addition, there are areas where field practice or special circumstances have
resulted in standard interpretations and/or accepted modifications to the COA and IICL standards.

The photos and text within this manual describe Triton’s policies and procedures for these undefined and
discretionary areas. This manual also describes actual field interpretations of the COA and IICL
standards. As a practical matter, improper repairs (repairs not conforming to IICL recommended repair
methods or workmanship standards) make up the vast majority of gray areas, so this manual focuses on
Triton’s improper repair policies.

The intention of this manual is to provide guidance and training for Triton maintenance and repair
personnel, surveyors acting on behalf of Triton, and Triton depot operators and estimators. This manual
does not supplant the Common Interchange Criteria, IICL GUIDE FOR CONTAINER EQUIPMENT
INSPECTION, IICL REPAIR MANUAL FOR STEEL FREIGHT CONTAINERS , or any other IICL manual. Instead,
it complements these standards by clarifying and interpreting criteria such that they may be consistently
and unambiguously applied in actual field practice. Should the COA or IICL standards be revised
subsequent to the publication of this manual such that the revised standards contradict those in this
manual, the revised standards shall apply.

Triton has attempted to be fair, reasonable, and practical in addressing the areas discussed in this
manual. In particular, effort has been made to avoid requiring repairs that are not necessary for the
operation of the container. Conversely, though, some repairs have been required to meet the general
condition and cosmetic expectations of shippers and carriers.

This manual does not create any new standards, but merely documents existing industry practices.
Certain local differences may exist that require inspection or repair techniques that are not covered in this
manual or in the COA or IICL publications. In these situations, the decision of the Triton Maintenance
and Repair representative will override all other criteria.

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1.1.1 Triton International Dry Van Inspection Manual

2 Repair Standards & Guidelines


2.1 Local Port Standards
Triton, the COA, and the IICL endeavor to write standards that minimize the lessees’ offhire repair costs
while, at the same time, result in a container repaired to a standard that meets both carriers’ and
shippers’ quality requirements at onhire. As a result, standards are written to a level that is, on a
worldwide average, acceptable for general cargo.

There are ports, though, where shippers have local onhire standards that exceed these standards. The
local standards usually apply to cosmetic or interior cleanliness and condition requirements. To avoid
having to increase worldwide standards to meet the needs of a few above average standard ports and,
thereby, increase worldwide offhire repair costs; it is understood that the offhire damage inspection and
repair standards in these ports will be revised upward to meet the onhire standards.

In all cases, the fundamental IICL principle applies that, unless there is a prior agreement to the contrary
between the owner and user of the container, the criteria are to be applied equally at onhire and
offhire. As stated in the GUIDE FOR CONTAINER EQUIPMENT INSPECTION / FIFTH EDITION / IICL-5, “The
recommendations and definitions of terms must be applied consistently, both at onhire and offhire
interchanges.”

2.2 Repair Cost Allocation


Damage repair costs are allocated between Triton and the lessee based on the IICL general definitions of
“Wear & Tear” and “Damage”.

As a general guide, “Wear & Tear” is any repair-worthy condition that is a result of the normal
deterioration of the container when used in the manner for which it was designed and that could not have
been reasonably avoided by the user. “Wear & Tear” costs are allocated to Triton’s account.

Customer damage is any repair-worthy condition resulting from using the container in a manner for which
it was not designed and that could have reasonably been avoided by the lessee. Damage costs are
allocated to either the lessee’s account or to the DPP account.

2.3 Preexisting Conditions


At offhire, the lessee bears the responsibility for all repair-worthy damage and improper repairs with the
following exceptions:

 If the lessee is able to produce an onhire survey report indicating that the condition was on the
container at the time of lease (i.e. a preexisting condition), the repair cost will be allocated to
Triton’s account.
 In cases of shorter leases (e.g. less than one year), if the condition visually appears to be older
than the length of the lease, the repair cost will be allocated to Triton’s account even in the
absence of an onhire survey report.

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1.1.1 Triton International Dry Van Inspection Manual

2.4 Improper / Nonconforming Repairs


Repairs that do not conform to the technical or workmanship standards of the IICL REPAIR MANUAL FOR
STEEL FREIGHT CONTAINERS are commonly called improper repairs (IRs). With rare exceptions, leasing
company depot repair methods conform to IICL standards. Non leasing company repair facilities, such as
shipping line in-service depots, often make repairs that do not conform. At offhire, a decision must be
made as to if these improper repairs can be left in place or must be reworked to IICL standards. The IICL
leaves this decision to the equipment owner.

Generally, Triton’s standards for reworking IRs can be grouped into five categories described as follows:

 IRs that do not meet measurable CIC inspection standards.


Example: panel straightening that does not return the panel to within the CIC dent depth
inspection standard.
Triton always requires correction of this category of IRs.

 IRs that do not meet measurable IICL repair standards.


Example: rail inserts less than 150 mm in length.
With very few exceptions, Triton requires correction of this category of IRs.

 IRs that do not meet IICL workmanship standards and compromise the cargoworthiness of the
container.
Example: Unsound welding of a structural component.
Triton always requires correction of this category of IRs.

 IRs that do not meet IICL workmanship standards but do not compromise the cargoworthiness of
the container.
Example: Rough panel straightening that does not return the original corrugation profile.
Triton seldom requires rework of this category of IRs.

 IRs that do not meet IICL workmanship standards and do not compromise the cargoworthiness of
the container, but that are unacceptable for lease out in the offhire port.
Example: Unpainted interior panel straightening or patching.
Triton requires rework to the extent necessary to meet port onhire standards.

2.5 Triton Depot Repairs


Although Triton does not require the correction of certain improper repairs made by the lessee while the
container was on lease, Triton’s depots are required to meet all IICL repair standards, including
workmanship standards, when making offhire repairs.

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1.1.1 Triton International Dry Van Inspection Manual

2.6 Corrosion Testing (Hammer Testing)


Corroded material is repair-worthy if it fails a hammer test. Hammer testing is done with a small hammer
commonly called a Unicon hammer. The Unicon hammer is approximately 675 grams in total weight and
230mm in total length. It has a 15mm diameter x 65mm long steel head with a 2mm nose radius.

If two or three hard swings from the wrist with the Unicon hammer indicate that the material could be
penetrated with further strikes, repair is required. Actually penetrating the panels, though, should be
avoided as it reduces the sale value of retired containers.

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Excessive hammer testing of sound material results in round holes the diameter of the hammer, and
when viewed from the opposite side, an extruded edge of ductile material is visible, sometimes with a
distinct edge where sound metal has been fractured (see photos below). Conversely, a hole in weak,
corroded material is irregular in shape, black or red rust in color, and not ductile (i.e. brittle).

Condition: Excessive hammer testing resulting in the penetration of sound material.

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1.1.1 Triton International Dry Van Inspection Manual

3 Damage Examples
3.1 Exterior Panels
Improper in-service straightening is the most common panel improper repair problem. The IICL
workmanship standard for panel straightening requires that the panel be returned, as near as is possible,
to the original profile. The acceptability of the straightening workmanship is based on the extent to which
the corrugation bend radii and flats between the bend radii have been returned to their original positions
and profiles. In addition, both sides of the repair must be properly surface prepared and painted.

In-service panel repairs quite often do not meet the IICL workmanship standards: the panels are
hammered back within the inspection criteria without efforts being made to restore the corrugation
profiles, and the surface preparation and painting is substandard or omitted entirely.
3.1.1 Triton Standards
The IICL leaves the decision to correct improper repairs to the equipment owner. Triton’s standards can
be summarized as follows:
 All repairs must be within CIC dimensional inspection criteria.
 Improper in-service panel straightening or substandard painting does not require correction.
 Patches or welds that were not painted at the time of repair require surface preparation and
painting.
 Except for severe paint color mismatches, cosmetic painting is not required.
 Cosmetic touchup of corrosion and preventative maintenance painting is not required.
 Corrosion is repaired only if it fails a hammer test.
 All ISO markings and the Triton side logo must be legible.

The photos on the following pages demonstrate the standards addressed above and explain other Triton
standards relative to exterior panel repairs.
3.1.2 Ports with Onhire Standards Exceeding IICL & Triton Standards
In certain ports, carriers and shippers have local standards for exterior panel condition that exceed IICL
and Triton standards, and containers not meeting these standards will be rejected for onhire. In these
cases, it is understood that the local port standard overrides the IICL and Triton standards, and the local
offhire damage inspection and repair standards will be raised to match the local onhire standards.

In all cases, the fundamental IICL principle applies that, unless there is a prior agreement to the contrary
between the owner and user of the container, the criteria are to be applied equally at onhire and
offhire. As stated in the GUIDE FOR CONTAINER EQUIPMENT INSPECTION / FIFTH E DITION / IICL-5, “The
recommendations and definitions of terms must be applied consistently, both at onhire and offhire
interchanges.”

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3.1.3 Exterior Panel Damage Samples

Condition: Improper straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.
Note: The paint color used on this repair is acceptable as it is a near brown shade.

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Condition: Improper straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.

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Condition: Improper straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.

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Condition: Improper straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.

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Condition: Improper straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.

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Condition: Improper panel straightening.


Action: No action.

Condition: Unpainted straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.

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Condition: Improper straightening.


Action: No action.

Condition: Improper straightening.


Action: No action.
Note: Correction is required if the poor straightening affects the door handle operation or prevents the
handle from being secured and latched in the retainer.

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1.1.1 Triton International Dry Van Inspection Manual

Condition: Poor welding workmanship.


Action: No action.

Condition: Unpainted weld.


Action: Clean and paint.

Condition: Welding without straightening.


Action: No action.

Condition: Unpainted weld.


Action: Clean and paint.

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Condition: Welded panel in excess of 200mm in length.


Action: No action.
Note: Interior surface must not have rough or sharp edges that could damage cargo.

Condition: Poor welding workmanship.


Action: No action.

Condition: Improper paint color on repair.


Action: No action. This is considered to be a shade of brown.

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Condition: Poor welding workmanship.


Action: No action.

Condition: Poor welding workmanship.


Action: No action.

Condition: Improper straightening.


Action: No action.
Note: Repair if necessary to meet local port onhire standards.

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Condition: Poor welding workmanship.


Action: No action.

Condition: Poor welding workmanship.


Action: No action.

Condition: Unpainted weld.


Action: Clean and paint.

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Condition: Exterior sharp edges on weld repair.


Action: No action.

Condition: Repair painted with non-Triton color.


Action: Any shade of brown, near brown, or earth tone color is acceptable for in-service repairs. The
color shown in this photo is clearly red, and, therefore, is repair-worthy.

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Condition: Poor welding workmanship.


Action: No action.

Condition: Poor welding workmanship.


Action: No action.

Condition: Unpainted weld.


Action: Clean and paint.

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Condition: Poor welding workmanship.


Action: No action.
Note: Correction is required if the poor straightening affects the door handle operation or prevents the
handle from being secured and latched in the retainer.

Condition: Patch weld with spatter and weld wire.


Action: No action.

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Condition: Welding with porosity.


Action: No action.
Note: Action is required if the patch is not light tight.

Condition: Small patches fitted into the inboard or outboard panel corrugations.
Action: No action.
Note: There are no IICL minimum patch size limits provided the 13mm (1/2 inch) overlap requirement is
met.

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Condition: Cut, fold, and weld roof corrugation end repair.


Action: No action.
Note: Cut, fold, and weld roof corrugation repairs should only be done in locations where proper pressed
corrugation material is not available.

Condition: Cut, fold, and weld roof corrugation repair showing good quality workmanship prior to
painting.
Action: Paint.
Note: Cut, fold, and weld roof corrugation repairs should only be done in locations where proper pressed
corrugation material is not available.

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Condition: Example of proper roof panel corrugation end pieces.

Condition: Mismatched side panel corrugations (steep angle corrugated panel used to replace a shallow
angle type side panel).
Action: No action.

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Condition: Small areas of panel corrosion.


Action: No action.
Note: Corroded areas should be hammer tested with a Triton approved corrosion inspection hammer and
technique. If the tested area does not hole or dimple severely, repair is not required.

Condition: Old patch repair with coating failure.


Action: No action.
Note: Corroded areas should be hammer tested with a Triton approved corrosion inspection hammer and
technique. If the tested area does not hole or dimple severely, repair is not required.

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Condition: Old patch repair with coating failure.


Action: No action.
Note: Corroded areas should be hammer tested with a Triton approved corrosion inspection hammer and
technique. If the tested area does not hole or dimple severely, repair is not required.
Note: Clean and paint if necessary to meet local port onhire standards.

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Condition: Corroded side panel.


Action: No action.
Note: Corroded areas should be hammer tested with a Triton approved corrosion inspection hammer and
technique. If the tested area does not hole or dimple severely, repair is not required.

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1.1.1 Triton International Dry Van Inspection Manual

Condition: Paint on container exterior.


Action: No action.
Note: Foreign materials on the outside of the container are repair-worthy only if they attack the paint or
make the ISO markings illegible.
Note: When repair is required to make the ISO markings legible, the removal of the foreign materials is
limited to what is required to make the markings legible.

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Condition: Foreign material on exterior.


Action: No action.
Note: Foreign materials on the outside of the container are repair-worthy only if they attack the paint or
make the ISO markings illegible.
Note: When repair is required to make the ISO markings legible, the removal of the foreign materials is
limited to what is required to make the markings legible.

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Condition: Paint on container exterior making ISO markings illegible.


Action: Remove paint and replace affected decals.
Cost Allocation: Lessee’s account.
Note: When repair is required to make the ISO markings legible, the removal of the foreign materials is
limited to what is required to make the markings legible.

Condition: Paint on container exterior.


Action: Replace illegible decals.
Cost Allocation: Lessee’s account.
Note: Exterior foreign material spillage so severe that it makes the container unleasable must be repaired
even if the foreign material is not attacking the paint and has not rendered the markings illegible.

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Condition: Repair painted with non-Triton color.


Action: No action.
Note: Any shade of brown, near brown, or earth tone color is acceptable for in-service repairs. Only
colors sharply contrasting with Triton brown (e.g. red, green, blue, yellow, etc.) need to be repainted.

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Condition: Non-brown repair color.


Action: Repaint with Triton brown.
Note: Any shade of brown, near brown, or earth tone is acceptable for in-service repairs. Any non-brown
color that sharply contrasts with Triton's brown must be repainted.

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Condition: Decals loose at edges.


Action: No action.
Note: No action is required unless decals are missing or illegible. Do not remove or peel off decals that
are loose at the edges.

Condition: Damaged ISO decals.


Action: No action.
Note: No action is required unless decals are illegible.
Note: In the absence of damage, decals on standing corrugations are to be estimated to Triton's account.
Damages to decals in the recessed corrugations should be estimated to the lessees’ account.

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1.1.1 Triton International Dry Van Inspection Manual

Condition: Damaged or partially missing Triton side logo.


Action: No action.
Note: In these examples, the logos are still legible.

Condition: Missing letters on Triton side logo.


Action: Repair required.
Cost Allocation: If there is no sign of impact, damage, or repair then allocate to Triton's account.

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Condition: Missing letters on Triton side logo.


Action: Repair required.
Cost Allocation: Lessee’s account.
Note: When a logo is made illegible by the repair of a CIC dent or marks removal, the logo must be
replaced as part of the repair.

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Condition: Missing Triton door logo.


Action: No action.

Condition: Hand sprayed decals.


Action: Replace decals.
Note: Decals that are properly painted using a stencil of the correct size and that are clearly legible are
acceptable.
Cost Allocation: Triton account.
Note: In the absence of damage, decal replacement costs are for Triton's account.

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Condition: Prefix and unit numbers replaced by painting instead of decals.


Action: No action.
Note: Prefix, unit numbers, and Triton side logos can be replaced by painting provided they are stenciled,
legible, and the proper size.

Condition: Missing zebra stripe on high cube unit.


Action: Replacement required.
Note: If more than 1/2 of the length of the zebra stripe is missing, it should be replaced.
Cost Allocation: In the absence of damage, allocate to Triton's account.

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Condition: Illegible ISO markings.


Action: Replacement required.
Cost Allocation: In the absence of damage, allocate to Triton's account.

Condition: Missing or illegible Triton prefix or serial number.


Action: Repair required.
Cost Allocation: In the absence of damage, allocate to Triton's account.

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Condition: Gouged side panel.


Action: No action.
Note: There is no inspection criteria for loss of material thickness and the IICL gouge criteria only applies
to flooring. Dent criterion applies in this case.

Condition: Vent installed with rivets reversed (blind end of rivets protruding into cube).
Action: If rivets protrude into the cube more than 5mm, remove and replace with blind ends of rivets
outside.

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Condition: Ventilator cracked at upper or lower rivet point.


Action: No action.
Note: Cracks in ventilators are acceptable provided they are limited to the attachment flange area.

Condition: Cracked ventilator at perforated area over baffles.


Action: Replace.
Note: Vent must be replaced because it is cracked in the baffle area.
Cost Allocation: Lessee’s account.

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3.2 Frame
3.2.1 Triton Standards
As the frame components are critical to the structural integrity of the container, Triton fully adheres to all
IICL repair standards and requires improper frame repairs to be reworked to those standards. In some
areas, the IICL repair standards are incomplete or unclearly specified. The photos on the following pages
specify Triton’s requirements in those areas.

Note: The correction of improper repairs that would require rep lacement or major rework
in the areas of the corner castings and corner posts should be discussed with the Triton
M&R Manager, as consideration must be given to the relative structural strengths of the
rework versus the nonconforming repair.

3.2.2 Frame Damage Samples

Condition: Gouged top rail.


Action: Gouged rails should be measured to determine whether the gouge exceeds the CIC damage
criteria for top rail dents.
Note: Except for flooring, there is no inspection criterion for material thickness loss or gouging at the point
of impact.

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Condition: Gouged corner post.


Action: Corner post gouges should be measured to determine if they exceed either the CIC dent criteria
or the CIC ISO +5 / +10 mm criteria. If either criterion is exceeded, repair by insert.
Note: Except for flooring, there is no inspection criterion for material thickness loss or gouging at the point
of impact.

Condition: Corner post gouge.


Action: No action unless gouge depth exceeds the CIC corner post dent criteria.
Note: Except for flooring, there is no inspection criterion for material thickness loss or gouging at the point
of impact.

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Condition: Corner post insert that extends through more than half of the cross sectional profile.
Action: No action.
Note: IICL repair standards allow corner post inserts to extend through more than half of the cross
sectional profile provided that the insert does not include more than one radius and comes no closer than
10 mm to the adjacent radii.

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Condition: Poorly straightened corner post.


Action: Re-straighten or insert as required.
Note: Corner post buckling strength is sensitive to the straightness and smoothness of the corner post.
The outside corner radius should be returned to the original profile and the flats should be flat within 5mm
(no high points or low points greater than 5mm above or below the original profile over the length of the
straightened area).

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1.1.1 Triton International Dry Van Inspection Manual

Condition: Corroded top side rail.


Action: No action unless the rail fails the corrosion hammer test.
Note: Corroded areas should be hammer tested with a Triton approved corrosion inspection hammer and
technique. If the tested area does not hole or dimple severely, no repair is necessary. Corroded areas
are not repaired for either cosmetic or preventative maintenance reasons and repairs are made only in
areas that fail a corrosion hammer test.

Condition: Top side rail insert ending at corner casting less than 300mm (12") in length.
Action: Replace insert to correct length.
Note: Inserts and sections in structural components must fully meet the dimension requirements of the
IICL repair standards. Being close is not good enough.

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Condition: Torn rain gutter with burr.


Action: Grind to remove burr.
Note: Gouged or cut rain gutters do not require repair unless there are burrs or sharp edges. Burrs and
sharp edges are removed by grinding.

Condition: Gouged rain gutter.


Action: No action.
Note: Gouged or cut rain gutters do not require repair unless there are burrs or sharp edges. Burrs and
sharp edges are removed by grinding.

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Condition: Cut header flange.


Action: Repair.

Condition: Fatigue cracking of front bottom rail.


Action: Repair.
Cost Allocation: Charge to Triton account.
Note: Fatigue cracking is normally allocated to the lessee account, but as the reason for front bottom rail
cracking is as yet unknown, it is taken to the Triton account.

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Condition: Bent and torn bottom side rail top flange.


Action: Insert.
Note: A torn, cut, or cracked flange requires repair. If the damage does not extend beyond the panel to
rail weld, the damage can be ground smooth. Otherwise, an insert is required.

Condition: Bent and cracked bottom rail flange.


Action: Straighten and weld.

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Condition: Bottom side rail flange torn and gouged.


Action: If at least 50% of the bottom flange width remains, grind smooth. Otherwise, insert.

Condition: Fitting and welding with bad workmanship.


Action: Replace insert.
Note: Fitting and welding on structural components must be to a workmanship standard that ensures
structural strength. This is critical in the highly stressed areas near the corner castings.

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Condition: Rear sill insert with flange shorter than original profile.
Action: Replace insert and install a doubler if originally fitted.
Note: Insert and section materials for structural components must match or exceed the thicknesses and
dimensions of the original components. This is critical in the highly stressed areas near the corner
castings.
Note: It is recommended good practice to weld both sides of any repair adjacent to the corner castings.

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Condition: Damaged corner casting.


Action: Replace casting.
Note: Damages to the corner casting that:
1. Increases the size of the aperture opening, or
2. Alters the aperture size or shape such that a twist lock cannot enter the corner casting, or
3. Reduces the amount of material in the bearing area of the twist lock or,
4. Cracks the corner casting, or
5. Affects the integrity of the casting welds, or
6. Compromises the casting strength in the load path between the twist lock bearing area and
the corner post or side rail or end rail welds.
… must be repaired by replacement of the corner casting.

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Condition: Corner casting damaged in twist lock bearing area and in load path to side rail weld.

Condition: Corner casting damaged in twist lock bearing area (bearing area bowed upward and
chipped) and in load path to side rail weld.

Action: Replace casting.


Note: Damages to the corner casting that:
1. Increases the size of the aperture opening, or
2. Alters the aperture size or shape such that a twist lock cannot enter the corner casting, or
3. Reduces the amount of material in the bearing area of the twist lock or,
4. Cracks the corner casting, or
5. Affects the integrity of the casting welds, or
6. Compromises the casting strength in the load path between the twist lock bearing area and
the corner post or side rail or end rail welds.
… must be repaired by replacement of the corner casting.

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3.3 Doors & Gaskets


3.3.1 Triton Standards
The IICL door and gasket standards are clear in their requirements that the door gaskets must be “light
tight” with the upper horizontal gasket fully in place and seated on the header, and the door gear must be
fully functional. There are, though, certain gasket seating surface conditions, gasket improper repairs,
and door gear damage conditions that require clarification. The photos on the following pages specify
Triton’s standards in these areas.
3.3.2 Ports With Onhire Standards Exceeding IICL & Triton Standards
In certain ports, carriers and shippers have local standards for door gasket condition that exceed IICL and
Triton standards, and containers not meeting these standards will be rejected for onhire. In these cases,
it is understood that the local port standard overrides the IICL and Triton standards, and the local damage
inspection and repair offhire standards will be raised to match the local onhire standards.

In all cases, the fundamental IICL principle applies that, unless there is a prior agreement to the contrary
between the owner and user of the container, the criteria are to be applied equally at onhire and
offhire. As stated in the GUIDE FOR CONTAINER EQUIPMENT INSPECTION / FIFTH EDITION / IICL-5, “The
recommendations and definitions of terms must be applied consistently, both at onhire and offhire
interchanges.”

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3.3.3 Door & Gasket Damage Samples

Condition: Rear header corrosion.


Action: Repair by removing corrosion and repainting.
Note: Corrosion on the rear header is repair-worthy if the following conditions exist:
 The corrosion is visible above the upper horizontal sealing edge of the gasket lip.
 The corrosion is serious enough that the upper horizontal sealing edge of the gasket is raised off
of the header.

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Condition: Corroded door header.


Action: No action.
Note: Do not repair corroded door headers unless the corrosion prevents the door upper lap gasket from
seating on the header.

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Condition: Rear sill corrosion.


Action: No action.
Note: Corrosion in this area is not likely to affect the watertight integrity of the container.

Condition: Corrosion on vertical door edge.


Action: No action.
Note: No action is required as corrosion at the vertical edge is unlikely to affect the water tight integrity of
the gasket.

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Condition: Tape on exterior gaskets.


Action: Remove tape.
Note: Tape on the exterior doors or ventilators should be considered a customer marking and requires
removal.

Condition: Gasket folded under at door edge.


Action: Perform light check.
Note: If the gasket does not leak light, action is not required.
Note: In some ports, local carrier or shipper standards require that this type of gasket damage is repaired
even if it is light tight.

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Condition: Damaged top gasket.


Action: Perform light check.
Note: No action is required provided that the gasket is light tight. In some regions, this type of gasket
damage is repair-worthy even if it is light tight due to local onhire standards.

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Condition: Damaged top gasket.


Action: Perform light check.
Note: No action is required provided that the gasket is light tight. In some regions, this type of gasket
damage is repair-worthy even if it is light tight due to local onhire standards.

Condition: Corroded header.


Action: Repair.
Note: This corrosion raises the upper horizontal sealing edge of the gasket off of the header.
Cost Allocation: Triton account.

Condition: Damaged top gasket.


Action: Repair.
Note: Even if this gasket is light tight, the IICL states that all horizontal outer lips of top gaskets must be
seated with no missing pieces. Reference the IICL SUPPLEMENT ON CONTAINER INSPECTION AND REPAIR:
GRAY AREAS / SECOND EDITION: "Horizontal top gaskets: These gaskets are considered to be watertight if
they do not leak light AND the outer lips of the gaskets are fully in place and seated against the header.
Cuts, splits and cracks are acceptable on the outer lips, but pieces may not be missing".

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Condition: Improper door gasket repair.


Action: No action.
Note: This gasket repair is considered improper because the wrong material was used for the gasket
patch and the patches do not meet the minimum requirement of 50 mm of overlap beyond each side of
the damage. No action is required if the repair is light tight.

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Condition: Damaged lower gasket.


Action: Perform light check.
Note: No action is required provided that the gasket is light tight.
Note: In some ports, local carrier or shipper standards require that this type of gasket damage is repaired
even if it is light tight.

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Condition: Damaged lower door gasket.


Action: Perform light check.
Note: No action is required provided that the gasket is light tight.
Note: In some ports, local carrier or shipper standards require that this type of gasket damage is repaired
even if it is light tight.

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Condition: Improper door gasket repair.


Action: No action.
Note: This gasket repair is considered to be improper because the insert used was the wrong profile. No
action is required if the gasket is light tight.

Comments: Damaged vertical gaskets.


Action: Perform light check.
Note: No action is required provided that the gasket is light tight.
Note: In some ports, local carrier or shipper standards require that this type of gasket damage is repaired
even if it is light tight.

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Condition: Welded overlapping patch under door bracket.


Action: No action.
Note: In this case a repair is required only if the locking gear operation is affected.

Condition: Welded door bracket.


Action: No action.
Note: In this case a repair is required only if the locking gear operation is affected.

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Condition: Welded door bracket.


Action: No action.
Note: In this case a repair is required only if the locking gear operation is affected.

Condition: Unpainted repair.


Action: Clean and paint.
Cost Allocation: Lessee’s account.

Condition: Bent door locking rod.


Action: No action.
Note: Damaged door locking gear requires no action, even if the lock rod is contacting the door panel,
provided that the door operation is not affected.
Note: In some ports, local carrier or shipper standards require that this type of damage is repaired even if
door operation is not affected.

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Condition: Bent door handle.


Action: Repair.
Note: Bent door handles only require repair if the door handle cannot be secured in the handle retainer
with the retainer catch closed and the cam keeper fully engaged, or if the handle is bent out of the ISO
tolerances. In this case, the cam keeper is not engaged and the retainer catch cannot be closed, so
repair is required.
Cost Allocation: Lessee’s account.

Condition: Bent / distorted door handle keeper.


Action: Repair.
Note: Bent door handle retainers or retainer catches require repair only if the door handle cannot be
secured in the handle retainer with the retainer catch closed. In this case, the retainer catch cannot be
closed so repair is required.
Cost Allocation: Lessee’s account.

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Condition: Damaged lower customs seal eye.


Action: Repair.
Note: All customs seal or other security components of the door locking gear must be fully functional as
originally supplied on the container.

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Condition: Bent / distorted locking bar bracket.


Action: No action.
Note: Repair or replacement of a damaged locking bar bracket is required only if the damage affects the
door gear operation.

Condition: Missing locking bar bracket bushing.


Action: No action.
Note: Repair or replacement of locking bar bushings is required only if the missing or damaged piece
affects the door gear operation.

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Condition: Cracked hinge blade.


Action: Replace hinge.
Note: Cracked hinge blades should be replaced. Welding cracked hinge blades is not allowed.
Cost Allocation: Lessee’s account.

Condition: Welded hinge blade.


Action: Replace hinge.
Note: Cracked hinge blades should be replaced. Welding cracked hinge blades is not allowed.
Cost Allocation: Lessee’s account.

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3.4 Understructure
3.4.1 Triton Standards
As the understructure components are critical to the structural integrity of the container, Triton fully
adheres to all CIC inspection and IICL repair standards and requires that improper frame repairs be
reworked to those standards. In some areas, the IICL repair standards are incomplete or unclearly
specified, additional repair methods have been introduced to the industry, or alternative measurement
methods have been adopted. The following photos specify Triton’s requirements in those areas.
3.4.2 Understructure Damage Samples

Condition: Underside corrosion.


Action: No action.
Note: Corroded areas should be hammer tested with a Triton approved corrosion inspection hammer and
technique. If the tested area does not hole or dimple severely, repair is not required.

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Condition: Contamination on understructure from spill in container.


Action: Steam clean and re-inspect affected area.
Note: After steam cleaning and re-inspection, if it is determined that the contamination has attacked the
undercoating, all affected areas must be steam cleaned, surface prepared by blasting or grinding and
recoated.
Cost Allocation: Lessee’s account.

Condition: Bent flat bar center rail.


Action: No action unless light leaks.
Note: If light leaks, caulk.

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Condition: Crossmembers straightened by heating and shrinking the lower web and flange.
Action: No action.
Note: Straightening of downward bowed crossmembers by heat shrinking the lower web and flange to
pull the crossmember straight is an acceptable repair method, but it should not be confused with heating
and hammering the crossmember which produces an unacceptable result (as shown in the next photo).

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Condition: Attempted straightening of crossmember by heating and hammering.


Action: Replace crossmember.
Note: For some damage conditions, a skilled operator can selectively heat and shrink a crossmember
to straighten it and produce a repair of acceptable quality. But in most situations, heating and hammering
the crossmember produces the unacceptable results shown in this photo.

Condition: Crossmember insert without leaving 13mm of original web intact.


Action: No action.
Note: The IICL suggests that it is good practice to leave 13mm intact, if possible. This is not a
requirement.

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Condition: Sequential inserts at crossmember centers.


Action: Repair or replace crossmembers to meet the requirements of IICL Technical Bulletin TB 007, 23
September 2010.
Note: These are examples of improper repair of bowed crossmembers by installing a sequence of short
inserts at the crossmember centers. Because experience has shown that this type of repair fails due to
cracking of the vertical welds, the IICL has issued a technical bulletin disallowing the practice.
Cost Allocation: Lessee’s account.

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Condition: Sequential crossmember inserts.


Action: No action.
Note: Sequential crossmember inserts are allowed in the 600 mm area at either end of the crossmember.
They are not allowed in the center one half of the crossmember. Reference IICL Technical Bulletin TB
007, 23 September 2010.

Condition: Improper welding repair.


Action: Repair or replace crossmembers to meet the requirements of IICL Technical Bulletin TB 007, 23
September 2010.
Note: This is an example of an improper repair of bowed crossmembers by cutting through the full
crossmember profile, re-straightening, and re-welding. Because experience has shown that this type of
repair fails due to cracking of the vertical welds, the IICL has issued a technical bulletin disallowing the
practice.
Cost Allocation: Lessee’s account.

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Condition: Crossmember bow repair with failed welds.


Action: Repair or replace crossmembers to meet the requirements of IICL Technical Bulletin TB 007, 23
September 2010.
Note: This is an example of an improper repair of bowed crossmembers by cutting through the full
crossmember profile, re-straightening, and re-welding. Because experience has shown that this type of
repair fails due to cracking of the vertical welds, the IICL has issued a technical bulletin disallowing the
practice.
Cost Allocation: Lessee's account.

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Condition: Angle applied to front of crossmember to facilitate floorboard re-securing after floor board
section.
Action: Repair to meet requirements below.
Note: This is a Triton approved in-service repair provided it meets the following criteria:
1. Reinforcement angle must be one piece and of same thickness or thicker than the original
crossmember.
2. Reinforcement angle must extend from the center to the side rail if a single floor panel is replaced
or from side rail to side rail if two adjacent floor panels are replaced (second photo shows a single
panel replacement).
3. Reinforcement angle must be stitch welded to the crossmember web. Stitch welding must be
minimum 25mm length welds with a pitch of no greater than 100mm.
4. Repairs must be coated with primer and undercoating.
Note: This is not an approved Triton depot repair.

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Condition: Flat plates applied to front of crossmember to facilitate floorboard re-securing after floor board
section.
Action: Repair.
Note: This is a Triton approved in-service repair provided it meets the following criteria:
1. Reinforcement angle must be one piece and of same thickness or thicker than the original
crossmember.
2. Reinforcement angle must extend from the center to the side rail if a single floor panel is replaced
or from side rail to side rail if two adjacent floor panels are replaced.
3. Reinforcement angle must be stitch welded to the crossmember web. Stitch welding must be
minimum 25mm length welds with a pitch of no greater than 100mm.
4. Repairs must be coated with primer and undercoating.
Note: This is not an approved Triton depot repair.

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Condition: In-service floor repair without undercoating the wood panels.


Action: No action.
Note: Undercoating can be omitted from wood panels, but it must be applied to steel components.
Triton depot repairs must include coating on both steel and wood components.
Note: In some ports, local carrier or shipper standards require that floor panels are undercoated.

Condition: Broken, cracked, or partially missing plastic floor angle.


Action: Perform light check.
Note: No action is required provided the area is light tight. If light leaks, caulk.
Cost Allocation: Triton account.

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Condition: Loose base gasket.


Action: If light is leaking, caulk.
Cost Allocation: Triton account.

Condition: Crossmembers bent below bottom side rail.


Action: Measure crossmember deflection.
Note: Crossmembers that are bowed more than 15mm require repair. Reference IICL Technical Bulletin
TB 009 – March 2011.

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Condition: Doublers used to reinforce crossmember repairs.


Action: Insert or replace crossmembers per IICL repair standards.
Note: IICL DV repair standards do not allow patch or doubler repairs on structural components.

Condition: Damage to flat rack heavy structural members.


Action: Repair by straightening in combination with flange and web inserts.
Note: The majority of depot repair facilities do not have the capability to make this type of repair. Repair
only in facilities that have the fixtures to straighten and position heavy sections and the expertise to do
cutting and structural welding of thick sections.

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3.5 Interior Walls


Improper in-service straightening is the most common problem affecting the interior wall condition of
containers. The IICL workmanship standard for panel straightening requires that the panel be returned, as
near as is possible, to the original profile. The acceptability of the straightening workmanship is based on
the extent to which the corrugation bend radii and flats between the bend radii have been returned to their
original positions and profiles. In addition, both sides of the repair must be properly surface prepared and
painted. In-service panel repairs quite often do not meet the IICL workmanship standards: the panels are
hammered back within the inspection criteria without efforts made to restore the corrugation profiles, and
the surface preparation and painting is substandard or omitted entirely.

Scratching and abrasion of container interior walls presents one of the most difficult gray areas in
container maintenance and repair. There are an infinite number of degrees and types of interior wall
scratching and abrasion that determine repair cost allocation and, in combination with local port onhire
standards, determine repairworthiness.

In general, the accumulation of many small scratches overtime that do not cut to base metal, are limited
to the standing corrugations, and are at a level normal for the age of the container are not repair-worthy,
and if repair-worthy to meet local port standards, are allocated to the owner’s account.

At the other extreme, deep scratching with individually identifiable cuts (indicating one or a few loads of
very aggressive cargo) that cut through to the base metal and are located on both the standing and
recessed corrugations are signs of misuse of the container. This condition is generally repair-worthy and
chargeable to the lessee.

Between the two extremes listed above, judgment must be applied with particular attention paid to local
port onhire standards.

For more discussion on this topic see the IICL Supplement on Container Inspection and Repair: Gray
Areas / Second Edition, Section 3.6.
3.5.1 Triton Standards
The IICL leaves the decision to correct improper repairs to the equipment owner. Triton’s standards for
improper repair correction and other standards related to the container interior can be summarized as
follows:

1. All repairs must be within CIC dimensional inspection criteria.


2. Improper in-service panel straightening, substandard painting, or unpainted straightening does
not require correction.
3. Patches or welds that were not painted at the time of repair require surface preparation and
painting.
4. In-service repairs can be painted with any color paint.
5. Cosmetic painting is not required (except to meet a local onhire standard).
6. Touchup of corrosion and preventative maintenance painting is not required (except to meet a
local onhire standard).
7. Corrosion is repaired only if it fails a hammer test.
8. Non-original lashing rings and bars may be left in place provided they 1) do not intrude into the
cube, or 2) are located on the inner faces of the headers and do not protrude beyond the inner
vertical faces of the corner castings, or 3) are located between the upper corner casting and the
corner post above the lower face of the upper corner casting.

The photos on the following pages demonstrate the standards addressed above and explain other Triton
standards relative to interior panel condition.

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3.5.2 Ports with Onhire Standards Exceeding IICL & Triton Standards
In certain ports, carriers and shippers have local standards for interior wall condition and cleanliness that
exceed IICL and Triton standards, and containers not meeting these standards will be rejected for onhire.
In these cases, it is understood that the local port standard overrides the IICL and Triton standards, and
the local offhire standard will be raised to match the local onhire standard.

3.5.3 Interior Wall Damage Samples

Condition: Unpainted hammer marks on interior panel.


Action: No action.
Note: Painting required if necessary to meet local port onhire standards.

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Condition: Bad straightening.


Action: No action.
Condition: Interior straightening not painted.
Action: No action.
Note: Painting required if necessary to meet local port onhire standards.

Condition: Corroded patch on interior.


Action: No action.
Note: Painting required if necessary to meet local port onhire standards.

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Condition: Poor straightening and welding workmanship.


Action: No action.
Note: Panel and roof weld repairs can exceed the IICL limit of 200 mm.

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Condition: Unpainted weld and weld smoke.


Action: Clean and paint.
Condition: Poor quality weld.
Action: No action.

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Condition: Weld smoke on interior wall.


Action: Remove.
Condition: Incorrect interior paint color.
Action: No action.
Note: There is no limitation on interior repair paint color.

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Condition: Interior touchup with non-Triton paint color.


Action: No action.
Note: Any color paint is acceptable on the interior walls.

Condition: Dried, non-sticky glue on interior panels.


Action: No action.
Note: Removal is required if not acceptable for onhire.

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Condition: Exterior panel dent blocking access to cargo lashing ring.


Action: No action.
Note: Repair is required if not acceptable for onhire.

Condition: Non-original lashing bar.


Action: Remove
Note: Although this lashing bar does not protrude into the cube, it must be removed because it is not
welded to a structural member.

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Condition: Non-original lashing rings on top side rail.


Action: Remove.
Note: Non-original lashing rings and bars that intrude into the container's interior cube must be removed.
Non-original lashing rings welded to the headers can be left in place provided they do not extend beyond
the plane of the inward vertical faces of the corner castings.

Condition: Non-original lashing rod or bar.


Action: Remove.
Note: Non-original lashing rings and bars that intrude into the container's interior cube must be removed.
Non-original lashing rings welded to the headers can be left in place provided they do not extend beyond
the plane of the inward vertical faces of the corner castings.

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Condition: Non-standard, but factory original lashing bars.


Action: No action.
Note: Certain container designs have factory lashing bars positioned horizontally between the upper
corner casting inner faces and the corner posts. Triton will accept customer in-service installed lashing
bars in the same location.

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Condition: Interior wall scratches


Action: No action.
Note: Both the repairworthiness and cost allocation of interior wall scratches are a matter of judgment.
The judgments are based on the amount of scratching, the location of scratching (standing corrugations
and/or recessed corrugations), and the depth of scratching (to the primer or to the base metal) all
adjusted by the local onhire standard. The IICL Supplement on Container Inspection and Repair: Gray
Areas / Second Edition, Section 3.6 gives guidelines in making these judgments.

Condition: Interior wall scratches.


Action: Repair.
Cost Allocation: Customer's account due to the extent of scratching on the recessed corrugations.
Note: The amount of scratching shown in the above photo is just enough to require repair. A lesser
amount of scratching in the recessed corrugations would not require repair.
Note: Offhire repair worthiness of interior scratching is guided by the IICL inspection criteria adjusted
upward if necessary to meet local onhire standards.

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Condition: Chemical attack of interior paint.


Action: If the entire interior paint system or large areas are affected, repair by complete or partial interior
refurbishment.
Note: No action is required for minor, isolated areas of chemical paint attack.

Condition: Minor, isolated areas of chemical paint attack.


Action: No action.
Note: Repair is required if not acceptable for onhire.

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Condition: Large area of chemical attack on interior paint.


Action: Partial interior refurbishment.

Condition: Chemical attack of ceiling paint.


Action: Refurbish ceiling.
Note: Painting over or grinding and painting chemically contaminated paint will not stop further attack. All
paint on the contaminated surfaces must be removed by abrasive blasting.

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Condition: Chemical attack of container interior.


Action: Complete interior refurbishment and possible floor replacement.

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3.6 Floor
3.6.1 Triton Standards
There are various areas relative to allocating floor repairs to damage or wear & tear and the acceptability
of alternative repair methods that require clarification. The photos on the following pages specify Triton’s
standards in those areas.
3.6.2 Ports with Onhire Standards Exceeding IICL & Triton Standards
In certain ports, carriers and shippers have local standards for floor condition and cleanliness that exceed
IICL and Triton standards, and containers not meeting these standards will be rejected for onhire. In
these cases, it is understood that the local port standard overrides the IICL and Triton standards, and the
local offhire damage inspection and repair standards will be raised to match the local onhire standard. In
all cases, the fundamental IICL principle applies that, unless there is a prior agreement to the contrary
between the owner and user of the container, the criteria are to be applied equally at offhire and
onhire. As stated in the GUIDE FOR CONTAINER EQUIPMENT INSPECTION / FIFTH EDITION / IICL-5, “The
recommendations and definitions of terms must be applied consistently, both at onhire and offhire
interchanges.”

Note: Traditional tropical hardwood container flooring can be replaced with any approved marine
container flooring including bamboo (as shown above), Birch/Larch, Eucalyptus/hardwood, plastic, etc. as
are currently supplied in new production containers. Acceptable interior surfaces include phenolic surface
film, polyurethane coating, or any other suface currently supplied in new production containers.

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3.6.3 Floor Damage Samples

Condition: Non repair-worthy gouge on board that has loose splintered areas.
Action: Remove splinters and sand rough edges to prevent cargo from getting caught on flooring.
Note: This repair is only required on the interior face of the floor board. Gouges on the underside of the
floor board are not repair-worthy unless they exceed the IICL gouge criteria.

Condition: Surface delamination of floor.


Action: Section only if exceeds the IICL floor gouge criteria.
Note: Repair if required to meet local onhire standards.
Condition: Rough edges and splinters due to surface delamination.
Action: Grind smooth.

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Condition: Gouged and splintered flooring.


Action: Apply the IICL gouge criteria to determine if repair is required.
Note: Inspectors should not pull top veneers from the flooring to check for delamination unless the floor is
clearly and obviously delaminated.

Condition: Gouged subfloor.


Action: No action provided the IICL gouge criterion is not exceeded.
Note: Subfloor gouges should not be confused with breakage due to impact on the top of the board.

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Condition: Finger cracking on underside of flooring.


Action: No action unless the damage meets the requirements of IICL Technical Bulletin TB 003, 1 May
2005. "Not all cases of finger cracking will be repair-worthy. Finger cracking will be repair-worthy only
when accompanied by one or more of the following conditions:
 Visible sign of impact on the opposite side
 Damage to adjacent components, i.e., crossmembers, sills, floor rails, hat sections
 Visible bowing of the opposite side of the floor
 Hollow sound when hammer tested"

Condition: Surface delamination of flooring.


Action: Replace flooring.
Cost Allocation: Charge to Triton account.
Note: Surface delamination of flooring is caused by improper gluing of the original floor panels. Lack of
glue adhesion is indicated by the brown layer of glue without embedded wood fibers.
Note: Marine plywood is water proof. Delamination is not caused by water ingress.

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Condition: Damaged and delaminated floorboard.


Action: Replace floorboard.
Note: Even though there are signs of damage, the severe surface delamination of the flooring indicates
that the flooring was defective. Allocate repair costs to Triton.

Condition: Top veneers of floor delaminated at threshold.


Action: Add floor screws in areas where veneer protrudes above the sill.

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Condition: Sagging of flooring between crossmembers.


Action: Replace flooring.
Cost Allocation: Allocate costs based on the guidance given in the IICL manual: SUPPLEMENT ON
CONTAINER INSPECTION AND REPAIR: GRAY AREAS / SECOND EDITION.
Note: Sagging of the floor between crossmembers is caused by interior delamination of the plywood.
Delamination can be caused by shear failure due to overloading or shear failure due to gluing or material
problems in the original floor construction. Refer to the IICL gray area manual for guidance.

Condition: Factory coated floor with coating scraped and worn off.
Action: No action.
Note: It is not necessary to recoat the interior floor surface when the original factory coating is worn off.
Floor section repairs to coated floors need not be coated.

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Condition: Floor hole greater than 13mm in diameter.


Action: Repair by installing a dowel.
Note: The IICL now accepts floor dowel repairs up to 22 mm in diameter. Reference IICL Technical
Bulletin: Revised Dowel Repair in Container Floors / IICL TB 004, 1 November 2006.

Condition: Large diameter holes drilled in floor.


Action: Repair subject to the note, below.
Note: Large floor holes up to 22 mm in diameter may be repaired with dowels with the following
dimensional limitations:
1. The minimum distance between the dowel and any floor panel edge, screw, or another dowel is
50mm AND
2. A maximum of three dowel repairs is allowed in any area of the floor that is transversely between
the floor center support and the side rails and longitudinally between crossmembers or
crossmember and sill.
Reference IICL Technical Bulletin: Revised Dowel Repair in Container Floors / IICL TB 004, 1 November
2006.

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Condition: Drilled hole in floor that cannot be repaired with a 13 mm diameter dowel.
Action: Repair with a dowel up to 22mm diameter.
Note: The IICL repair standard has been revised to allow dowel repairs up to 22mm. Reference IICL
Technical Bulletin: Revised Dowel Repair in Container Floors / IICL TB 004, 1 November 2006.

Condition: In-service dowel repair with unacceptable workmanship (does not go through the full
thickness of the floor).
Action: Repair with dowel if repair can be done within the IICL 22mm diameter limit. Otherwise, section
floor.

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Condition: In-service floor dowel repair.


Action: No action.
Note: In-service floor dowel repairs must meet the IICL repair standards. Although the repair shown
above is not smoothly finished and completely flush with the floor surface, it is of acceptable quality.

Condition: Floor dowel repair with unacceptable workmanship.


Action: Rework to meet IICL repair standards.
Note: Insert floor only if dowels cannot be reworked to IICL standards. Reference IICL Technical Bulletin:
Revised Dowel Repair in Container Floors / IICL TB 004, 1 November 2006.

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Condition: Nail on interior surface of flooring.


Action: Remove.
Note: It is acceptable to leave nails in place only when the nail head is flush with the surface.

Condition: Nails protruding from bottom of floor.


Action: No action.

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Condition: Nail holes in floor boards.


Action: Repair is required only if the nail holes leak light.
Note: If nail holes leak light, repair by filling with hard putty. Drilled holes up to 5 mm can be filled with
hard putty. Drilled holes greater than 5 mm up to 22 mm must be repaired with dowels. Reference IICL
Technical Bulletin: Revised Dowel Repair in Container Floors / IICL TB 004, 1 November 2006.

Condition: Nail holes filled with putty.


Action: No action.
Note: Nail holes should not be repaired unless they leak light.
Note: As a general guideline, hard putty installed while the container was in-service should be left in
place at offhire provided it is applied smoothly and flush with the floor, does not pass entirely through the
floor, and does not appear to be hiding a broken floor condition. Conversely, soft putty should always be
removed and followed by floor inspection applying the IICL gouged and/or broken floor criteria.

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Condition: Burned floor boards


Action: No action provided the burned area does not exceed the IICL gouge criteria.
Note: Clean away the charred wood and apply the IICL gouge criteria.

Condition: Missing front corner cover.


Action: Replace.
Note: If the standard plastic front corner cover is not available, the corner can be filled with a fabricated
steel replacement.

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Condition: Corroded floor screws causing stains on floor.


Action: No action.
Note: Repair may be required to meet local onhire standards.

Condition: Floor repair with screws at panel edges.


Action: No action unless floor panels are loose.
Note: If floor panels are loose, re-secure by adding screws.

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Condition: Oil leaking through the floor onto the undercarriage.


Action: No action.
Note: Oil on the undercarriage indicates that oil was spilled on the interior floor, but it does not drive the
decision to either clean or replace the flooring. This decision is driven by the IICL cleanliness standards
applied to the interior surface condition of the floor.

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Condition: Peeling of floor coating due to lack of adhesion to oil contaminated floor.
Action: Remove coating and clean or replace flooring as required.
Note: In cases of severe oil contamination, over-coating the floor cannot be used to seal the floor. It is
left to the discretion of Triton’s Subsidiary Office M&R Manager to decide when over-coating is an
acceptable repair method.

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Condition: Oil bleeding through coating used to seal oil contaminated floor.
Action: Remove coating, clean or replace flooring as required.
Note: In cases of severe oil contamination, over-coating the floor cannot be used to seal the floor. It is
left to the discretion of Triton’s Subsidiary Office M&R Manager to decide when over-coating is an
acceptable repair method.

Condition: Wet oil found after the removal of floor coating.


Action: Clean or replace flooring as required.
Note: In cases of severe oil contamination, over-coating the floor cannot be used to seal the floor. It is
left to the discretion of Triton’s Subsidiary Office M&R Manager to decide when over-coating is an
acceptable repair method.

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Condition: Termite infestation of container.


Action: Remove infestation from both the inside and underside of the container.
Cost Allocation: Charge to customer’s account.
Condition: Termite damage to container floor.
Action: Repair.
Cost Allocation: Charge to Triton’s account.

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3.7 Open Tops


3.7.1 Triton Standards
There are various tarp and roof bow repair standards that require clarification. The photos on the
following pages specify Triton’s requirements in those areas.
3.7.2 Ports with Onhire Standards Exceeding IICL & Triton Standards
In certain ports, carriers and shippers have local standards for tarp condition that exceed IICL and Triton
standards, and containers not meeting these standards will be rejected for onhire. In these cases, it is
understood that the local port standard overrides the IICL and Triton standards, and the local offhire
damage inspection and repair standards will be raised to match the local onhire standard. In all cases,
the fundamental IICL principle applies that, unless there is a prior agreement to the contrary between the
owner and user of the container, the criteria are to be applied equally at offhire and onhire. As
stated in the GUIDE FOR CONTAINER EQUIPMENT INSPECTION / FIFTH EDITION / IICL-5, “The
recommendations and definitions of terms must be applied consistently, both at onhire and offhire
interchanges.”
3.7.3 Open Top Damage Samples

Condition: Non-original roof bows.


Action: Repair.
Note: Non-original roof bows are acceptable provided:
1. They fit into the original retainers,
2. They are galvanized or painted,
3. They do not have sharp edges contacting the tarp,
4. They have zero or positive camber,
5. They are flush with the top side rail at the retainers.

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Condition: Non-original roof bow.


Action: No action.
Note: Non-original roof bows are acceptable provided:
1. They fit into the original retainers,
2. They are galvanized or painted,
3. They do not have sharp edges contacting the tarp,
4. They have zero or positive camber, AND
5. They are flush with the top side rail at the retainers.
Note: As a general guide, the IICL recommends that row bows be 30mm in diameter with a wall thickness
of 3.0mm.

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Condition: Non-original roof bow.


Action: No action (assuming the flat bar is welded to the tube on the backside).
Note: Non-original roof bows are acceptable provided:
1. They fit into the original retainers,
2. They are galvanized or painted,
3. They do not have sharp edges contacting the tarp,
4. They have zero or positive camber, AND
5. They are flush with the top side rail at the retainers.
Note: In two piece roof bow designs such as the one shown above, the pieces must be welded together.
Note: As a general guide, the IICL recommends that row bows be 30mm in diameter with a wall thickness
of 3.0mm.

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Condition: Non-original roof bow.


Action: Replace.
Note: Non-original row bows of this type fail by bending in the flat bar area adjacent to the retainer. For
this reason, it is required that the flat bar have a minimum thickness of 6mm and extend no farther than
25mm beyond the retainer. The flat bar must be welded into the tube. Triton will accept roof bows that
are minimum 30mm diameter and have a minimum wall thickness of 3.0mm.

Note: Non-original roof bows are acceptable provided:


1. They fit into the original retainers,
2. They are galvanized or painted,
3. They do not have sharp edges contacting the tarp,
4. They have zero or positive camber, AND
5. They are flush with the top side rail at the retainers.

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Condition: Roof bow with full section repair.


Action: No action.
Note: If rough, the welds should be ground smooth where they contact the tarp.

Condition: Corroded roof bows


Action: Grind and paint.

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Condition: Roof bows without positive camber.


Action: No action.
Note: Roof bows require repair only if they have negative camber. Zero or positive camber is acceptable.

Condition: Tarp with over length skirt.


Action: No action.

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Condition: Tarp with deteriorating surface.


Action: Repair or replace per local onhire standards.

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Condition: Full width or full length joined tarps.

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Action: No Action.
Note: Materials must identical including color and seams must be fully stitched and sealed.
Note: Tarp must be replaced if unacceptable by local carrier or shipper standards.

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Condition: Tarp pin hole repaired with gray caulking.


Action: No action.
Note: Caulking of any color may be used to seal tarp holes up to 5 mm in diameter.

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Condition: Tarp repaired with black caulking.


Action: No action.
Note: Caulking of any color may be used to seal tarp holes up to 5 mm in diameter.

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Condition: Loose tarp patches sealed with caulking on the underside.


Action: No action.
Note: There are no limitations on the underside condition of tarp patches.

Condition: Tarp patches not sealed on the underside.


Action: No action.
Note: There are no limits on the underside condition of tarp patches.

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Condition: Tarp patches without customs tape on exterior.


Action: No action unless the patch exceeds 100 x 100 mm (4 in. x 4 in.).
Note: Tarp patches larger than 100 mm x 100 mm or with a single side dimension or diameter greater
than 100 mm require customs tape on the exterior edges of the patch.

Condition: Cut tarp.


Action: Patch.

Condition: Loose tarp patch without customs tape on exterior.


Action: Replace patch and apply customs tape if patch size is greater than 100 mm.
Note: Tarp patches larger than 100 mm x 100 mm or with a single side dimension or diameter greater
than 100mm require customs tape on the exterior edges of the patch.

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Condition: Small tarp patches without customs tape.


Action: Apply customs tape or replace patch as required if patch dimension is greater than 100 mm.
Note: Tarp patches larger than 100 mm x 100 mm or with a single side dimension or diameter greater
than 100mm require customs tape on the exterior edges of the patch.

Condition: Loose patch.


Action: re-glue.
Note: Any color tarp patch is acceptable.

Condition: Loose tarp patches.


Action: Re-glue or replace as required.

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Condition: Tarp cable cut through plastic coating.


Action: No action.
Note: The tarp cable must be replaced if the cut is into the steel core of the cable.

Condition: Steel tarp grommet.


Action: No action.
Note: Any grommet material is acceptable. The grommet can be damaged but must be in place.

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