8 Returning the CTU

8.1          General

8.1.1       The internal and external cleanliness of CTUs is very important if unnecessary restrictions to their use and movement are to be avoided.

8.1.2       The receiver or consignee should return the CTU in the same state that it was delivered. This means that the CTU should be:

• Completely empty and clean. A clean CTU should be free of all cargo residues, plants, plant products, visible signs of pests, packing, lashing and securing materials marks, signs and placards associated with packing the CTU or the cargo, and any other debris removed. This includes fumigant materials or other noxious substances (see definitions in chapter 2 of this Code). Personal protective equipment should be provided for such work;
• Returned in a timely manner as agreed with the CTU operator. CTUs in the supply chain and associated road vehicles, if separate, are often scheduled for immediate reuse or positioning. CTU operators may charge demurrage if the CTU is not returned as soon as practically possible after unpacking.

8.2          Cleanliness

8.2.1       If additional cleaning beyond a thorough sweep of the CTU is required the consignees should consider the following techniques:

• Washing - wash the interior of the CTU using a low pressure hose and a scrubbing brush (if required). To remove contamination a suitable additive or detergent can be used;
• Power washing - internal faces using a medium pressure washing device;
• Scraping - areas of contamination can be removed by light scrapping. Care should be taken not to damage the paint work, or flooring.

8.2.2       After a CTU with dangerous cargoes, including fumigated cargoes, has been unpacked, particular care should be taken to ensure that no hazard remains. This may require special cleaning, particularly if spillage of a toxic substance has occurred or is suspected. When the CTU offers no further hazard, the dangerous goods placards, placards and any other marks or signs regarding the cargoes should be removed. A CTU that retains these exterior signs and marks should continue to be handled as though it still carried the dangerous goods.

8.2.3       Contamination of the CTU can be found in many different guises:

• Damage to the interior paint work where the surface finish becomes cracked, flaky or softened by contact with a substance;
• Stains and wet patches to any part of the CTU, especially the flooring, which can be transferred to a cloth by light wiping. Small dry stains that do not transfer to the cloth are considered as non-transferrable and may not be considered as contamination;
• Visible forms of animals, insects or other invertebrates (alive or dead, in any lifecycle stage, including egg casings or rafts), or any organic material of animal origin (including blood, bones, hair, flesh, secretions, excretions); viable or non-viable plants or plant products (including fruit, seeds, leaves, twigs, roots, bark); or other organic material, including fungi; or soil, or water; where such products are not the manifested cargo within the CTU.

8.2.4       Dunnage, blocks, bags, braces, lashing materials, nails into the floor and tape used to cover vents and gaskets should all be removed.

8.3          Disposal

8.3.1       Local environmental regulations and legislation should be considered when disposing of waste removed from the CTU.

8.3.2       Cargo residues should be removed and disposed of in line with the consignee’s procedures.

8.3.3       Wherever possible or practicable, dunnage bags and other materials should be recycled[1].

8.3.4       Timber dunnage, blocks and braces should be checked for the appropriate IPPC mark (see annex 7, section 1.14). Other timber should be disposed of by incineration.

8.3.5       Liner bags and flexitanks are often removed by the supplier; however all will be contaminated and should be disposed of at an appropriate facility.

8.3.6       Plants, plant products, visible pests, animals and other invasive alien species should be disposed of as described in annex 6.

8.4          Damages

8.4.1       The various types of CTU suffer differing degrees of damage en route. Rail wagons probably do not suffer much handling damage and are only likely to be damaged by poorly secured cargoes. Road vehicles, especially articulated trailers, do suffer from turning and reversing damage as the vehicle is manoeuvred. Freight containers and swap bodies will suffer from the same manoeuvring damage, but may also suffer from impact damage between other freight containers and swap bodies and handling equipment.

8.4.2       Drivers of road vehicles will generally report any manoeuvring damage but if the trailer or freight container has been collected from a terminal, will only be able to report on damages incurred in the delivery phase. Damages incurred earlier in the supply chain may go unreported unless marked on an interchange document.

8.4.3       The consignee will generally be held responsible for any damage incurred, other than those that have been verifiably observed and endorsed by the CTU operator. For unaccompanied CTUs this endorsement should be shown on the interchange document. It is therefore important that any signs of damage, including recent damage, should be identified and reported on arrival.