Cargo Damage Discovered Inside Container
Interlink編集部What Is Cargo Damage Found Inside Containers
Cargo damage found inside containers refers to damage such as breakage, water damage, shifting of cargo, rust, contamination, deformation, shortages, or suspicions of pilferage confirmed upon opening the container, during devanning, or at the consignee’s premises.
In actual logistics practice, damage found inside a container is often immediately assumed to have occurred during maritime transport. However, in reality, the cause may relate to several stages, such as stuffing at the export location, improper packing, faulty lashing, vessel movement during sea transport, port handling, operations within the container yard (CY), CFS operations, post-clearance delivery, or warehousing after delivery.
Therefore, with cargo damage discovered inside the container, it is important to differentiate between where it was found and where it occurred. The fact that damage was found inside the container is a starting point for determining the cause location, not a conclusion.
Scope Covered by This Article
This article organizes the types of cargo damage found inside containers, the verification flow at the time of opening, cause identification by damage symptom, the relationship with stuffing, packing, lashing, water damage, condensation, shortages, frequently problematic cases in practice, required reference documents, involved responsible parties, Claim Notice, and links with marine cargo insurance.
This article serves as a practical application guide for “Identifying the Section of Cargo Incident Occurrence.” It is positioned as an index article for clarifying possible causes anywhere from the moment the container is opened—whether during maritime transport, export stuffing, after container yard delivery, during CFS operations, post-clearance delivery, or storage after delivery.
Do Not Confuse Discovery Location and Cause Location
Even if cargo damage is discovered inside a container, it cannot be concluded that it occurred during maritime transport based on that alone.
For example, if cargo was inadequately secured during stuffing at the export location, normal vessel movement during the voyage may cause cargo shifting. In such cases, even if the damage becomes apparent during the voyage, the cause may be attributed to poor loading or packaging rather than the maritime transport itself.
Damage can also occur during devanning at a CFS, transportation after leaving the CY, or during unpacking at delivery. Therefore, when damage is found inside the container, it is essential to check not only where it was found but also what records at various stages exist.
Decision Flow When Opening Containers
If damage is discovered inside a container, check the container’s exterior, seal, condition at opening, stowage condition, and cargo damage in that order before moving the cargo.
| Inspection Sequence | What to Check | Decision Direction |
|---|---|---|
| 1. Inspect the container exterior | Dents, holes, door damage, floor abnormalities, signs of leakage | If the container itself is damaged, consider contact accidents during sea transport, port handling, CY operations, or transportation. |
| 2. Verify the seal number | Matching or mismatching seal numbers, damage, evidence of resealing | Check for possible theft, pilferage, incorrect opening, or document errors. |
| 3. Take photos before opening | Condition before door opening, seal, container number, exterior | Preserve evidence of condition prior to opening. |
| 4. Take photos immediately after opening | Cargo shifting, tilting, wetness, contamination, lashing condition, any empty spaces | The condition before moving the cargo is the most crucial. |
| 5. Check stowage and lashing | Weight distribution, securing materials, dunnage, gaps, condition of lashing | Confirm relationships to poor stuffing, packing faults, or normal vessel movement during the voyage. |
| 6. Check cargo condition | Breakage, water damage, rust, contamination, deformation, shortages, internal damage | Isolate the cause section for each type of damage. |
| 7. Create removal and inspection records | Separate intact cargo, damaged cargo, shortages, items to be discarded, items subject to repacking | Use these for damage valuation, insurance claims, and drafting Claim Letters. |
Common Types of Container Cargo Damage
Cargo damage often detected inside containers includes the following types.
| Type of Damage | Common Detection Timing | Documents to Verify |
|---|---|---|
| Cargo shifting | Upon container opening, during devanning, upon opening at consignee | Photos immediately after opening, stuffing photos, lashing condition, Survey Report |
| Damage to wooden boxes or cartons | Contact between cargo items, contact with container walls, impacts during handling | Photos of damaged areas, packaging photos, stowage condition photos |
| Pallet collapse | At opening, during devanning, upon opening after delivery | Photos of pallet condition, lashing records, cargo shifting direction records |
| Water damage / rust | At opening, during inspection, upon unpacking after delivery | Photos of wet floors, container interior walls, container exterior, inspection reports |
| Contamination / bad odor | Contact with other cargo, leakage, humidity, mold | Condition of other cargo, contamination photos, CFS records, inspection reports |
| Deformation / compression damage | Poor stowage, contact with heavy items, cargo shifting | Stowage photos, weight distribution, photos of damaged sections |
| Shortages / suspicion of pilferage | Upon opening, during inspection, at consignee’s confirmation | Seal numbers, Packing List, inspection records, documentation indicating shortages |
Cases Prone to Problems in Practice
With container damage, it is not always possible to conclusively determine the section where the incident occurred based on damage symptoms alone. In practice, decisions are made by combining circumstances for each case including the existence of records, timing of photo documentation, seal condition, and whether stuffing documentation is available.
| Case | Common Issues | Documents to Check | Practical Response |
|---|---|---|---|
| Seal intact and container exterior undamaged, but cargo collapse found upon opening | The issue is whether it is due to ship motion during sea transport, poor stowage or insufficient lashing at export location. | Photos immediately after opening, vanning photos, lashing records, stowage plans, Survey Report | Do not judge based on intact seal and no exterior damage alone; verify cargo securing condition and direction of cargo shift. |
| Hole found on container outer shell and water damage confirmed on floor | It is important to determine at which stage the outer shell damage occurred: during sea transport, port handling, within the CY, or during delivery. | Photos of exterior, floor, doors; CY gate-in/out records; container damage report | Chronologically organize information on old/new outer shell damage, gate-in and gate-out records, and extent of water intrusion. |
| No vanning photos available, unable to determine if issue is poor stowage or ship motion during voyage | The export side’s operational condition cannot be confirmed, often leaving the damage period unclear. | Photos immediately after opening, Packing List, weight data, packaging specifications, remaining lashing materials condition, Survey Report | Clearly identify missing documents and organize probable cause by likely damage segment without making conclusive statements. |
| Seal number discrepancy found and quantity shortage discovered | Issues could be theft or pilferage, incorrect opening, seal mislabeling, or misdelivery. | B/L, seal number logs, CY gate-in/out records, photos before opening, inspection records, receipts | Cross-check seal numbers at each stage and consider notifying related parties or filing a police report if necessary. |
| Seal intact but quantity shortage discovered | Shortage at shipment, Packing List errors, omission during vanning, or inspection discrepancies are possible issues. | Packing List, shipment records, inspection records, case numbers, weight records, photos at opening | Do not assume theft; verify quantity at shipment and inspection points. |
| Minimal exterior damage at opening, but multiple internal parts damaged | Poor packaging, insufficient cushioning, inherent vulnerability of cargo, insufficient resistance to normal vibrations are concerns. | Packaging specification sheets, unpacking photos, internal damage photos, manufacturer comments, Survey Report | Verify packaging design and adequacy of internal protection, not just external damage. |
| Only some cargo visually wet or soiled | Leakage from neighboring cargo, contact with wet cargo, contact during CFS operations, or stowage arrangements may be the causes. | Photos of container interior layout, condition of other cargo, CFS records, inspection reports, photos of soiling | Compare extent of wetness/soiling and cargo placement to confirm the responsible cargo and operation stage. |
| Rust or mold found some time after delivery | Problem may be condensation during transport, moisture during storage after delivery, or inherent moisture content in cargo. | Photos at opening, delivery records, storage logs, temperature/humidity data, cargo characteristic documents, moisture-proof packaging info | Confirm timing of discovery and storage conditions to separate transport damage from post-delivery storage damage. |
Cause Analysis by Symptom
The main focus of this article is to clarify which segment or operation might have caused symptoms found inside the container.
| Symptom | Possible Cause Segment/Operation | Documents to Check | Related Detailed Articles |
|---|---|---|---|
| Cargo collapse immediately after container opening | Poor vanning at export site, insufficient lashing, ship motion during sea transport, poor weight distribution | Photos immediately after opening, vanning photos, lashing records, Survey Report | Identifying the segment of cargo damage occurrence, cargo damage after CY gate-in |
| Cargo damaged from contact with container inner wall | Poor stowage, insufficient fixation, vibration during sea transport, sudden braking during delivery | Photos of wall contact, cargo layout photos, condition of lashing material, delivery records | Cargo damage during delivery after customs clearance, cargo damage after CY gate-in |
| Water damage concentrated on container floor or near doors | Door gasket failure, container leakage, rainwater intrusion during port or CY storage | Photos of floor, doors, exterior panels; container damage report | Cargo damage after CY gate-in, cargo damage during port handling |
| Condensation and rust widely spread overall | Temperature differences, poor ventilation, cargo moisture, moist packaging materials, condensation during voyage | Photos of inner wall droplets, rust photos, cargo characteristic documents, packaging specifications, temperature records | Identifying segment of cargo damage occurrence, cargo characteristic issues |
| Exterior largely intact but internal damage present | Poor packaging, insufficient cushioning, inherent vulnerability of cargo, insufficient resistance to normal vibration | Packaging specification sheets, unpacking photos, internal damage photos, manufacturer comments | Poor packaging, damage amount reports |
| Only some cargo wet or soiled | Leakage from other cargo, contact with wet cargo, contact during CFS operations | Condition of other cargo, container layout photos, CFS records, inspection reports | Cargo damage during CFS operations, inspection costs |
| Seal damaged and quantity shortage found | Theft or pilferage, incorrect opening, seal replacement, misdelivery | Seal number logs, photos at opening, receipts, inspection records, police reports | Theft and pilferage incidents, evidence documentation for quantity shortages |
| Seal intact but quantity shortage found | Error in shipment quantity, Packing List errors, omission during vanning, inspection differences | Packing List, shipment records, inspection records, case numbers, quantity reconciliation sheets | Evidence for quantity shortage, responsibility judgment when damage segment is unknown |
| Damage discovered only after delivery | Damage during delivery, damage in post-delivery storage, damage during unpacking, latent defects | POD, photos at delivery, unpacking photos, storage records, inspection reports | Cargo damage during delivery after customs clearance, cargo damage in post-delivery storage |
Reasons Not To Assume Damage Occurred During Sea Transport
Finding cargo damage inside a container does not by itself prove that the damage happened during sea transport.
| Situation | Causes Other Than During Maritime Transport | Documents to Check |
|---|---|---|
| Cargo shifting found after the voyage | Poor stowage at export origin, insufficient lashing, poor weight distribution | Vanning photos, stowage diagrams, lashing records |
| Water damage inside the container | Container defect, door defect, condensation, moisture from cargo | Photos of container exterior, interior walls, cargo property documents |
| Only internal cargo is damaged | Inadequate packaging, insufficient cushioning material, damage during unpacking | Packaging specifications, unpacking photos, inspection reports |
| Shortage in quantity | Shortage at shipment, clerical error, pilferage, mistaken delivery, inspection discrepancies after receipt | Seal numbers, Packing List, inspection records, delivery receipts |
Issues at Vanning
For damages inside containers, the condition at vanning on the export side becomes a key point of dispute.
If cargo weight distribution, securing methods, lashing, dunnage, moisture control, or container selection are inadequate, damage may be detected at the destination.
| Check Items | What to Confirm | Typical Related Damages |
|---|---|---|
| Weight Distribution | Whether heavy cargo is unevenly concentrated, any improper stacking on top | Cargo shifting, compression damage, pallet collapse |
| Lashing / Securing | Whether cargo is secured to prevent movement | Topple, contact with interior walls, collisions between cargo items |
| Dunnage / Cushioning Material | Whether measures are in place to prevent gaps, shocks, abrasion | Outer packaging damage, abrasion, internal damage |
| Moisture Control | Whether appropriate desiccants, moisture-proof packaging, ventilation, and cargo moisture management are applied | Condensation, rust, mold, quality deterioration |
| Container Selection | Whether a container suitable for the cargo has been used | Water leakage, temperature impact, odor transfer, staining |
Photos from the export side, vanning reports, packaging specifications, cargo details, and lashing records serve as crucial materials to determine the cause of damage found at destination.
In Case of Water Damage and Condensation
If water damage or rust is found inside the container, it is necessary to separately check for sea water intrusion, rainwater ingress, condensation, moisture from the cargo itself, and moisture from packaging material.
| Condition | Possible Cause | Documents to Verify |
|---|---|---|
| Holes or dents on container exterior panels | Contact accidents during maritime transport, port stevedoring, inside CY, or during delivery | Exterior photos, damage report, loading/unloading records |
| Water damage concentrated near doors or on floor | Door defects, gasket failure, rainwater intrusion | Photos of doors, floor surfaces, photos taken immediately after opening |
| Droplets spread on interior walls or ceiling | Condensation, temperature difference, lack of ventilation, cargo moisture | Photos of interior walls, temperature records, cargo property documents, packaging specifications |
| Only area around specific cargo is wet | Leakage from other cargo, contact with wet cargo | Photos of cargo arrangement, condition of other cargo, CFS records |
| Rust is widespread | Condensation, insufficient anti-rust packaging, moisture during long-term transport or storage | Photos of rust, anti-rust packaging documentation, storage duration, temperature and humidity records |
Documents to Confirm
When cargo damage is discovered inside a container, the following documents should be checked.
| Document | What to Verify | Practical Significance |
|---|---|---|
| B/L, Sea Waybill, House B/L | Transportation contract, container number, cargo, packaging, quantity | Confirm the contract relationship for the cargo involved. |
| Records of Container Number and Seal Number | Matching or mismatching numbers, damage condition, any replacements | Check for theft, pilferage, or unauthorized opening. |
| Photos taken at Vanning | Stowage, lashing, weight distribution, packaging condition | Verify the stowage condition at the export location. |
| Vanning Report | Work date, work location, stowage method, seal number | Records of operation on the export side. |
| Photos of Container Exterior | Panels, doors, seals, holes, dents | Confirm damage to the container itself. |
| Photos Before, During, and After Opening | Cargo condition at opening, cargo shifting, wetness, contact, damage status | Important evidence before moving the cargo. |
| Devanning Records | Condition at unloading, abnormalities during operation, quantities | Used to separate issues occurring during CFS work. |
| CY Inbound and Outbound Records | Container exterior condition, seal status, abnormality records at CY | Used to distinguish accidents after container arrival at CY. |
| Delivery Receipts / POD | Remarks at delivery, outer package abnormalities, quantity discrepancies | Used to separate issues during inland delivery or post-delivery storage. |
| Inspection Reports | Damaged quantity, intact quantity, damage details, product condition | Reflected in damage amount documentation. |
| Survey Reports | Damage status, estimated cause, views on damage occurrence section | Materials for insurance claims and recovery procedures. |
Especially photos before removing cargo are important. Cargo shifting, wetness, contact, packaging damage, and lashing condition cannot be reproduced after the cargo is moved.
Related Responsible Parties
In container damage cases, related parties include shipping lines, NVOCCs, freight forwarders, exporters, cargo owners, CFS operators, CY/terminal operators, delivery companies, and consignees.
| Stakeholder | Relevant Situation | Points to Check |
|---|---|---|
| Exporter / Shipper | Packing, vanning, lashing, providing cargo information | Packing deficiencies, improper stowage, cargo-specific characteristics |
| Vanning Contractor / Packing Contractor | Container stuffing, securing, cushioning, moisture protection measures | Work records, photos, packing specifications |
| Shipping Line | Maritime transport, Master B/L, container transport | Accidents during sea transport, container abnormalities, damage during loading/unloading |
| NVOCC / Freight Forwarder | House B/L, transport arrangements, point of contact for shipper and consignee | Contractual scope of responsibility, notifications to related parties, handling subrogation claims |
| CY / Terminal | Container storage, movement, receiving and delivery | Container exterior, seals, damage reports |
| CFS Operator | Devanning, sorting, delivery of consolidated cargo | Damage during CFS operations, quantity shortages, contamination |
| Delivery Company | Domestic delivery after CY/CFS pickup | Impact during delivery, condition at delivery, POD |
| Consignee | Opening, inspection, storage after delivery | Records at opening, storage conditions after delivery, remarks upon receipt |
Freight Forwarder's Scope of Involvement
While the freight forwarder is not in a position to make the final judgement on the cause of damages inside the container, they may be required to act as a point of contact for the shipper and consignee, notify relevant parties, collect documents, and clarify the segment of the journey where the incident occurred.
| Scenario | Supportive Actions | Things Not to Conclude | Practical Notes |
|---|---|---|---|
| Damage found upon container opening | Request photos taken before and immediately after opening, container number, seal number, photos of the container exterior | Concluding the damage found inside the container definitely occurred during sea transport | Explain separately the location where damage was found and where it occurred. |
| If cargo has shifted or contacted the container walls | Collect vanning photos, lashing records, stowage plans, photos immediately after opening | Concluding that vibration during the voyage is the sole cause | Check for poor stowage, weight distribution, and impact during delivery as well. |
| If water damage or rust is present | Organize photos showing the floor, doors, interior walls, ceiling, outer plates, and cargo condition | Concluding that all water damage is from seawater or a claimable insured event | Verify and distinguish between leakage, condensation, moisture from cargo, and dampness in packing materials. |
| If there is a quantity shortage | Cross-check seal numbers, Packing List, inspection records, case numbers, and receipts | Concluding that all quantity shortages are due to theft or pilferage | Confirm the possibility of shortages at shipping, clerical errors, or inspection discrepancies. |
| When damage could have occurred at CFS, CY, or during delivery | Review CY gate-in/out records, CFS devanning records, POD, and delivery company reports | Assigning responsibility to only one segment | Compare handover records for each segment chronologically. |
| Responding to Claim Notice | Support notification to NVOCC, shipping line, insurance company, delivery company, CFS operator, exporter | Limiting liability to a single party before notification | Notifications may be sent broadly to preserve rights. |
| Supporting insurance claim filing | Assist in collecting photos, survey reports, damage cost documents, transport documents | Concluding insurance payment eligibility or subrogation outcome | Judgements depend on policy terms, cause of incident, and availability of documents. |
| Explaining to shipper and consignee | Organize and explain confirmed facts, unconfirmed points, missing documents, and next steps | Providing conclusive statements like "It is the shipping line's responsibility" or "Packing was inadequate" before investigation | Present points as matters under investigation rather than definitive conclusions. |
Incident Response Checklist
When cargo damage inside a container is discovered, the quality of initial response significantly affects subsequent insurance claims, subrogation, and liability assessments.
| Point of Confirmation | Party to Confirm With | Items to Check | Actions if Issues Are Found |
|---|---|---|---|
| Before opening | Consignee, warehouse, delivery company | Container number, seal number, exterior condition, door condition, photos before opening | Record condition before opening and notify relevant parties if any seal or exterior abnormalities are detected. |
| Immediately after opening | Consignee, warehouse, surveyor | Cargo shift, wetness, contamination, contact with interior walls, lashing status, cargo layout | Take photos before moving cargo and arrange a survey if needed. |
| During devanning | CFS operator, warehouse, work company | Damage upon unloading, quantity differences, abnormalities during work, condition of exterior packaging | Keep devanning records and photos, confirm if damage occurred during operations. |
| Checking vanning information | Exporter, shipper, vanning contractor, packing contractor | Stowage, lashing, weight distribution, packing specifications, moisture protection measures | Obtain vanning photos and work records, check for possible causes on the exporting side. |
| Checking CY / CFS records | CY, terminal, CFS operator, NVOCC | Condition at gate-in/out, seal status, damage reports, work records | Confirm potential incidents after CY gate-in or during CFS operations. |
| Checking delivery and receipt records | Delivery company, driver, consignee | POD, remarks at delivery, accidents during delivery, packaging abnormalities, quantity differences | Clarify potential occurrences during delivery or storage after delivery. |
| When filing insurance claims | Insurance company, insurance agent, surveyor | Insurance terms, date of incident discovery, photos, inspection records, damage amount documents | Identify missing documents, prepare chronological tables and damage cost documentation. |
| When sending Claim Notice | NVOCC, shipping line, freight forwarder, delivery company, CFS operator, exporter | Notification recipients, date sent, damage details, estimated claim amount, attached documents | Manage deadlines and send notices to protect rights without making definitive liability decisions. |
Notes on Claim Notice
When damage to cargo inside a container is discovered, it is important to promptly notify the relevant parties before determining the cause section.
| Information to organize at notification | Supporting documents |
|---|---|
| Date/time and location of damage discovery | Accident report, photos at opening, inspection records |
| Container number and seal number | B/L, seal number records, photos before opening |
| Container exterior and condition at opening | Exterior photos, door photos, photos immediately after opening |
| Damage details and quantity | Photo evidence, inspection report, damage amount documents |
| Loading and packing information at export origin | Vanning photos, packing specs, lashing records |
| Claim amount or estimate | Repair estimates, repacking costs, disposal costs, damage amount documents |
Notification recipients depend on the accident details and may include NVOCC, freight forwarder, shipping line, insurer, delivery company, CFS operator, exporter, etc. Delayed notification could lead to counterarguments such as "damage occurred after opening" or "accident occurred during delivery or after delivery."
Relation to Marine Cargo Insurance
If marine cargo insurance is in place, damage discovered inside a container may be subject to an insurance claim within the scope of the policy terms and insurance period.
However, after paying insurance claims, the insurer may pursue subrogation against the shipping line, NVOCC, freight forwarder, delivery company, exporter, packing contractor, and others. In such cases, it is important to assess which transport section the damage likely occurred in and whether packing deficiencies or the cargo’s inherent nature contributed.
For both insurance claims and any subsequent subrogation, it is critical to keep documentation from before opening, immediately after opening, post-opening, and inspection phases.
If the Accident Section Cannot Be Identified
Even if damage is found inside a container, insufficient records may prevent clear identification of the accident section.
For example, if vanning photos are missing, no photos exist immediately after opening, seal number records are absent, or there are no remarks on delivery receipts, it becomes difficult to determine whether the damage occurred at export origin, during sea transport, at CY, in CFS, during delivery, or post-delivery.
In such cases, rather than assuming the damage inside the container happened during sea transport, the responsibility should be comprehensively assessed based on the discovery point, handover records, photos, survey report, inspection records, and the contract’s liability scope.
Common Misconceptions
| Misconception | Actual Concept | Practical Notes |
|---|---|---|
| Damage found inside a container definitely occurred during sea transport | The mere fact that damage is found inside a container does not prove it occurred during sea transport. Possibilities include export vanning, packing deficiencies, CY operations, CFS handling, delivery, or post-delivery storage. | Check not the discovery location alone but the opening photos, handover records, and vanning documentation to identify the damage section. |
| If the container exterior is intact, the internal cargo is also intact | Even if there are no visible abnormalities on the container exterior, cargo damage may occur inside due to load shifting, condensation, faulty lashing, or packing deficiencies. | Do not rely on exterior condition alone; confirm cargo layout immediately after opening, load shift direction, and lashing condition. |
| If the seal is intact, quantity shortage or pilferage cannot happen | Even with an intact seal, there can be quantity shortages caused by shipment errors, packing list mistakes, omission during vanning, or inspection discrepancies. | Verify not only the seal number but also the Packing List, shipment records, and inspection reports. |
| Condensation is always covered by insurance | Condensation occurs due to factors such as cargo characteristics, packing condition, temperature differences, and insufficient ventilation. Coverage depends on the policy terms and cause of the accident. | Confirm the extent of condensation, cargo moisture content, moisture-proof packing, and storage period. |
| Taking photos after opening is sufficient | After moving the cargo, it becomes difficult to verify load shift direction, points of contact, extent of wetting, and lashing condition. | Take photos before opening, immediately after opening, during operations, and after inspection. |
| If packing is inadequate, no insurance payment will be made at all | Even if packing deficiencies are a factor, accident cause, policy terms, damage scope, and relation to other factors need to be reviewed. | Do not simply conclude everything is excluded; confirm documents with the insurer and surveyor. |
| If the freight forwarder is the contact point, they must determine the cause | The freight forwarder can assist in collecting documents and notifying relevant parties but it is risky to determine cause or liability before investigation. | Explain confirmed facts, unknown points, missing documents, and next steps separately. |
Practical Points
When cargo damage inside a container is discovered, do not move the cargo immediately; first, document the current state.
Photograph container number, seal number, exterior, door condition at opening, cargo stowage, wetness, load shift, outer packaging damage, and lashing condition. Then promptly notify relevant parties such as NVOCC, freight forwarder, shipping line, insurer, and delivery company.
Damage inside the container could relate to any phase: sea transport, vanning, post-CY reception, CFS handling, post-customs delivery, or post-delivery storage. Therefore, avoid prematurely assigning cause and instead establish the accident section based on symptoms and evidence.
Summary
Damage discovered inside a container refers to damages such as breakage, wetting, load shift, rust, contamination, deformation, or quantity shortage confirmed at container opening, deconsolidation, or opening at the delivery destination.
However, simply finding damage inside a container does not immediately mean it occurred during sea transport. Stepwise verification for causes including export vanning, packing deficiencies, faulty lashing, sea transport movement, inside CY, during CFS handling, delivery, and post-delivery storage is necessary.
In actual logistics practice, it is important to organize the container's exterior condition, seal numbers, photos before opening, photos immediately after opening, stowage condition, lashing condition, inspection records, and Survey Report, and to confirm the affected segment rather than the location where the issue was discovered.
