Sixty-six pieces of jargon, defined so you can argue with a supplier.

A container that arrives on a Monday morning and leaves as Grade A food on Thursday has been through fourteen stations, and at eight of them it can lose a grade or be pulled out entirely. This is the route, in order.

1 — Gate and declaration

Nothing comes off the trailer without a named prior cargo in writing. No name, no entry; the load goes back. This is the single rule that protects everything downstream, because one undeclared pesticide tote in a recirculating wash loop can affect a hundred units before anybody smells it.

2 — Exclusion screen

The declared cargo is checked against the published exclusion list. Pesticides, pharmaceutical actives, PFAS formulations, isocyanates, radiological material, fire-affected units and polymerising oils are refused outright, whatever the condition and whatever the price.

3 — Heel drain and measure

Residual cargo is drained, measured and routed to the correct waste stream. Under a gallon is normal. Above five gallons the load is a liquid-waste job rather than a container job, and it is priced or refused as one.

4 — Weigh and log

Yard scale, not a unit count. Every published tonnage on this site traces back to this scale, which is why our disposition table reports weight and units separately and why they do not divide into each other neatly.

5 — Cage and base inspection

Node by node, 44 to 54 of them, counted rather than sampled. Diagonals measured. Base welds loaded and watched. Galvanising checked at the welds, which is where it always goes first.

6 — Bottle condition

Wall thickness at four points, raking light across the whole surface for crazing, sump checked for stress whitening, mid-wall measured for bulge against a datum. This is where most grade losses happen, and none of them are about cleanliness.

7 — Wash route assignment

Decided here, by prior cargo, by an inspector — not at the sales desk by price. A food cargo goes to Route 3 whether the customer asked for it or not; an industrial cargo cannot buy its way onto Route 3.

8 — Wash

Route 1 rinse, Route 2 hot caustic, Route 3 potable triple rinse, or Route 4 to a customer's own written SOP. Temperature, dwell, rinse count and chemistry dosing are logged against the cage ID as it happens, not reconstructed afterwards.

9 — Rinse verification

Third-rinse conductivity against the day's measured supply water, final pH, 360-degree internal scope, and an independent two-operator odour check with the cap off. Any one of them failing sends the unit back to station 8.

10 — Hardware

New gasket on every Grade A and B unit, no exceptions. Valve function-tested and replaced if scored. New cap. Adapter threads checked under a light. Tamper seal on anything food-grade.

11 — Leak test

Pneumatic pressure decay on the complete assembly, under 1 kPa loss in ten minutes. Method, pressure, hold time and measured decay are written to the record — a pass with no numbers behind it is not a leak test.

12 — Grade and passport

The grade is assigned against the published criteria and written to the passport with the cage ID, the wash route, the test dates and the operator who did it. Seven years of retention, reissuable on request.

13 — Photography

Four shots of the actual unit plus the cage stamp, bay number visible. These go to the customer before payment. It started as a way of ending arguments about Grade B and became our best quality control, because an inspector who knows the photograph goes out grades more conservatively.

14 — Bay and load plan

Into one of 168 numbered bays by grade and configuration, then load-planned against trailer capacity. Twenty on the floor, forty double-stacked empty. If your order is twenty-two units, this is the station where somebody emails you to suggest twenty or forty.

This is a summary of how the rules work in practice, written so that you know which questions to take to your own compliance team. It is not legal advice and we are not your compliance team.

Two separate questions

First: is your cargo regulated for transport? If it has a UN number and a hazard class, the container needs to be a marked, in-date, design-approved packaging, and almost everything else follows from that. Second: is your cargo regulated for storage or use? That is a different body of rules — fire code, secondary containment, state environmental regulation — and a perfectly compliant container can still be in the wrong place on your site.

If the cargo is regulated for transport

The container needs a legible UN plate whose design category, packing group, maximum gross mass and test pressure all suit the cargo, and whose periodic test dates are in date: leak test every 2.5 years, full inspection and leak test every 5 years. A 31HA1 marked Y will not carry a Packing Group I cargo. A 31HA2 cannot be pressure-filled. Those limits are properties of the design type, not of how clean the unit is.

If the cargo is not regulated

Most of what moves in reclaimed totes — water, glycols, fertilisers, food products, utility liquids — is not regulated for transport, and the UN plate stops being a legal document and becomes a quality signal. This is why units with faded plates are good value: the container is sound, it has simply lost its licence for a job you were not asking it to do.

Who is responsible for what

The filler is responsible for the condition of the packaging at the moment of filling. That is the sentence worth internalising, because it means a supplier's wash record and leak test are inputs to your own decision, not a transfer of liability. Your incoming inspection matters, and the twelve-minute check elsewhere on this page exists for that reason.

What we will put in writing

The prior cargo and its filler. The wash route with every logged parameter. The leak test with its actual numbers. The UN plate photograph and the periodic dates. The gasket and hardware specification. And a signed statement of what we are not certified for, which is the half of a vendor pack most suppliers omit.

What we will not do

Tell you that a reclaimed container is compliant for your cargo. We do not know your cargo, your mode of transport, your jurisdiction or your customer's audit. We will give you every fact we hold about the container, promptly and in writing, and your own people make the call.

The glossary page defines sixty-six terms. These are the next thirty, weighted toward the vocabulary that appears in quotes and arguments.

Condition and material

• Crazing — a network of fine branching cracks from chemical and mechanical stress acting together. Absolute disqualifier; never improves.
• Stress whitening — localised opacity where HDPE has been strained, usually a forklift impact at the sump. Not crazing, not automatically a failure.
• Creep — slow permanent deformation under sustained load. Why a hot full tote should never be stacked.
• Environmental stress cracking — cracking under combined stress and a chemical that would harm neither alone. The reason compatibility tables exist.
• Chalking — powdery UV-degraded surface. Cosmetic until it becomes wall loss.
• Ghosting — a faint permanent shadow of a prior cargo visible through the wall. Cosmetic, but it costs a grade.
• Regrind — reprocessed HDPE from our own line, 68% recovery after label and residue loss.

Geometry and handling

• Footprint — the base dimensions, 40 × 48 in on a standard tote. What decides trailer fit.
• Headspace — the deliberately unfilled volume above the cargo. Sixteen percent in winter.
• Heel — the residual cargo left after discharge. Under a gallon is normal; five is a waste job.
• Sump — the recessed low point feeding the valve, and the most common crack location.
• Four-way entry — forks can enter on all four sides. Not universal; ask.
• Superimposed load — the stacking figure on the UN plate.
• Diagonal check — measuring corner to corner to find a cage pushed out of square by impact.
• Node — a welded tube intersection on the cage. 44 to 54 per cage, counted individually.

Closures

• Buttress thread — the asymmetric thread family (S60×6, S70×6, S75×6) that will start on a neighbour and then bind.
• Camlock — quick-connect hose coupling, types A through F plus the DC dust cap.
• Bung — the threaded insert at a port that an adapter seats into.
• Breather valve — a one-way vent for off-gassing cargo such as hypochlorite or peroxide.
• Dip tube — an internal suction tube for pumping. Traps residue; a wash problem.
• Tamper seal — a frangible seal proving the unit has not been opened since despatch.

Commercial and compliance

• Rebottling — fitting a new HDPE bottle into an inspected cage and base. 4,118 units in 2025.
• Take-back — our standing offer to collect and pay for containers at end of use, including reclaim stock.
• Passport — the per-unit record keyed to the cage ID: intake, wash, test, grade, operator, dates. Seven years.
• Prior-contents declaration — the written statement of what was in the unit, from the company that filled it. No declaration, no entry.
• Packing group — the hazard severity band on the UN plate: X covers I–III, Y covers II–III, Z covers III only.
• Periodic test — the 2.5-year leak test and 5-year full inspection that keep a marked unit in regulated service.
• Design type — the approved configuration a UN marking refers to. Properties of the type, not of the individual unit's cleanliness.
• ISPM 15 — the heat-treatment stamp a timber base needs to cross a border.
• Diversion rate — share of intake not landfilled. Meaningless without the residual figure beside it, which is why we publish 94.2% and 4.4% together.
• Avoided emissions — the CO₂e not emitted because a container was reused rather than replaced. Our factors are published in full; we use the end of every range that makes us look worse.