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CONTAINER PACKING
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Contents
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1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
2. Stresses during transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 2.1. Mechanical stresses
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
2.2. Climatic stresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7 2.3. Biological stresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
2.4. Chemical stresses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
3. Preparations for container transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 3.1. Weight limits and weight distribution in standard containers . . . . . . . . . . . . .10 3.2. Stowage planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 3.3. Function of packaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 3.4. General rules for packing a container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.5. Securing devices in containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 3.6. General rules for securing cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
3.7. Checking containers before loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 3.8. Checking containers after loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
3.9. Returning containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
4. Protection against climatic influences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 4.1. Protection against moisture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 4.2. Cargo carried in temperature-controlled containers . . . . . . . . . . . . . . . . . . .21 4.3. Cargo under controlled atmosphere
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
5. Material for securing cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 5.1. General comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 5.2. Material for laying under cargo (bedding) . . . . . . . . . . . . . . . . . . . . . . . . . . .25
5.3. Lashing material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
5.4. Filling material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
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Co e s
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6. Stowing and securing various types of cargo . . . . . . . . . . . . . . . . . . . . . . . .30 6.1. Cartons, crates and wooden cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 6.2. Palletised cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 6.3. Drums and plastic cans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 6.4. Sacks and bales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 6.5. Rolls and coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 6.6. Steel plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 6.7. Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 6.8. Sheets of glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 6.9. Wet hides and skins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 6.10. Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 6.11. Bulk freight
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
6.12. Long cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 6.13. Live animals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 7. Oversized and heavy cargo
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
7.1. General comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 7.2. Pre-lashed cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 7.3. Conventional cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 8. Further information and contact addresses . . . . . . . . . . . . . . . . . . . . . . . . .47
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1. Introduction
Transport plays a key role in our age of globalisation, and any company that sets out to develop new markets or establish production locations is dependent on reliable procurement and distribution channels. Hapag-Lloyd is present on all five continents. Our offices are linked by a globally standardised IT system that is the leader in the industry. We have been a partner of the foreign trade and forwarding sector for some 160 years. Today, we belong to the top five carriers in container shipping. Our comprehensive network provides more than 80 liner services calling at all major world ports. We are constantly expanding our fleet to meet our customers’ growing requirements, and currently have appr. 150 modern containerships with capacities of between 1,000 and 9,000 standard containers, thus providing optimal tonnage for main routes as well as niche services.
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We are continually expanding our ship- and containerfleet to cope with further growth and keep up with market developments, keeping the average age of our containers down to only six years. Apart from standard containers, we offer a wide range of units, including refrigerated containers for temperature-sensitive goods, open-top or hard-top containers for cranable cargo or items with excess height, and high cube boxes for light, bulky goods, as well as loading flatracks for cargo that, because of its dimensions or weight, does not fit into a closed container. Hapag-Lloyd provides internal quality management, which is certified in accordance with ISO 9002 and which also guarantees the services of its subcontractors. Hapag-Lloyd is keen to help ensure that customers’ products arrive at their respective destinations quickly and, above all, reliably. Consignments are subjected to climatic influences and, in some cases, considerable mechanical stresses while being transported by road, rail or water all over the world. This brochure has been produced to help you stow and secure your cargo adequately and thus avoid damage. It is based on the expertise of our loading specialists and ship crews, as well as analyses of cargo damage in the past. Safely stowing cargo in containers involves expenditure, but the outlay is worthwhile, as if consignments are damaged costs are generally considerably higher. This brochure cannot, of course, cover all aspects of securing cargo in containers. Our experts in our sales offices, one of which is very close to you, will gladly help you with further information. Please contact us. Addresses are given at www.hapag-lloyd.com
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2. Stresses during transport
2.1. Mechanical stresses Cargo securing must withstand all stresses resulting from sea and land transport, as well as container handling. Closed containers cannot be inspected during transport. Cargo securing cannot be improved or altered after the container has been closed. The packing company thus has to know what types of stress occur during transport. Basically, we differentiate between two types of mechanical stress. Static forces are caused by stacking and standing cargo on the floor of the container. The main factor is stacking pressure, causing bending and buckling, particularly in the bottom layers. The stacking pressure depends on the dimensions, weight, shape and height of the cargo involved. Dynamic forces occur during loading, land or sea transport and handling operations. There are differences between acceleration, impact and vibration forces. Acceleration and jolts occur during loading, braking, shunting, handling, lifting and setting down, and in curves. Even at sea, acceleration is caused by rolling, pitching and vertical movements. Vibrations are caused by, for instance, the ship’s engine, gears and propeller, the truck suspension and road and rail surfaces in a wide range of frequencies and amplitudes. The acceleration forces to be expected for a consignment are not normally known in advance and can be estimated only on the basis of experience. These levels are given below. The letter “g� indicates gravitational acceleration (g = 9.81 m/s2). The acceleration may be higher than indicated during short impacts or vibrations.
up to 1,5 g
up t
o 0,
1,0 up to
6g
up to
up t o
g
5
up Potential acceleration during road transport
6
to
1,
g
0,6 g
1,0 g
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up to 0,4 g
up t
o 0,
up to
4g
up to
up t
4,0 g
4,0 g
o 0,
4g
Potential acceleration during rail transport
up to up to
1,0 g up
to 0
up to
,8 g
up to
1,0 g
0,5 g up to
0,4 g
0,4 g
up to
0,8 g
1,0 g up to 0,5 g up to 2,0 g up to Potential acceleration during sea transport
2.2. Climatic stresses Goods are very frequently subject to climatic stresses while being transported. These occur even during storage, and while containers are being packed. Climatic stresses are caused by changing climatic conditions during transport by road, inland waterway vessel or rail, and particularly when cargo on board an ocean-going vessel passes through various climatic zones. Extreme climatic stresses can occur in winter at temperatures below freezing point, when passing through tropical climatic zones or when moving from the tropics to temperate climatic zones. All closed containers protect the cargo inside against external climatic influences, such as rain, snow, sea water, saltwater spray, fog and UV radiation. Even though the boxes are protected against external influences, condensation may occur inside. The relative 7
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humidity in the container is influenced by the moisture that is brought into it on loading, and any subsequent change in temperature. Sources of moisture are the enclosed air in the container, the cargo itself, its packaging or the stowage material. Some cargoes emit a considerable amount of water over a longer period, while most packaging, stowage material and some cargoes absorb moisture. Moist air condenses if the ambient temperature falls below the dew point, the condensate forming first on the cargo packaging, container wall or roof. The condensate then drips from the roof on to the cargo, causing damage the cargo such as rust, marks, staining, mould, discolouration, sticking together of wet cartons, peeling off of labels or collapsing of stacks. The temperature inside a container depends on the outside temperature and the stowage position of the box on board the ship. The container can be warmed by direct solar radiation on deck or heated fuel tanks next to the hatch. The air temperature within the container below the roof can deviate from the ambient air by 20 – 30 °C. Temperatures of up to 60 °C are thus possible. The internal temperature can also increase as a result of the spontaneous heating of the cargo.
Condensation water on roof, dry bag already completely soaked
2.3. Biological stresses High temperatures, moisture or poor ventilation in the container can lead to cargo or packaging being attacked by insects, fungi, mould, bacteria or micro-organisms. Mostly, the cargo is biologically contaminated even before it is stowed in the container. Insect infestation from outside in a closed container is almost impossible. The cargo
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should, therefore, be packed with the greatest possible care. Some countries regulate the fumigation of packaging and dunnage by law. The customer then requires a certificate confirming that the timber used is free of insects.
2.4. Chemical stresses Chemical stresses depend on the type of cargo, temperature, moisture and movement of the ship. Some chemical products tend to heat spontaneously. Hazardous goods must be transported in accordance with the hazardous goods regulations. One basis is the IMDG Code, published by the International Maritime Organisation. Hapag-Lloyd has its own dangerous goods department, which will gladly answer any queries.
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3. Preparations for container transport
3.1. Weight limits and weight distribution in standard containers The weight limits of Hapag-Lloyd containers correspond to the international ISO standard 668. The permissible gross weight of most 20' and 40' standard containers is 30,480 kg. Some newer containers have higher gross weights. Depending on the design series, the maximum payload is derived from the gross weight minus empty weight, which varies. Exact details are given in the Hapag-Lloyd brochure “Container Specification� available on www.hapag-lloyd.com In addition to the maximum load limit of a container depending on the design, the weight limits for road and rail transport in the individual countries must be observed. Details on such restrictions are obtainable from every Hapag-Lloyd office. The bottom crossbars of a container are the load support elements for taking the weight of the cargo. If the permitted load limit is fully reached, all bottom crossbars must be evenly loaded. The cargo weight must thus be distributed over the entire length of the container. The floor is not designed for heavy selective loads. If the cargo is shorter, or stands on a shorter length on the floor, the permitted load is lower. A maximum floor load is 4.5 t per running metre for a 20' container and 3 t per running metre for a 40' container. To check the floor load, the cargo length (m) is divided by the cargo weight (t). Example: cargo weight 10 t, supporting length 4 m, load per metre: 10/4 = 2.5t/m. Wooden beams can be used lengthwise for distributing individual heavy weights. These must have specific minimum dimensions and a minimum distance from the centre of the container.
A
Design of a standard container floor and wooden beams required for bedding heavy cargo
10
B
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A relatively heavy item of cargo or a consignment with small supporting points must be positioned on the container floor in such a way that the maximum floor load is not exceeded. The supporting length might have to be extended if necessary. Type of container
20'
40'
A B
10 cm 40 cm
15 cm 40 cm
Min. width of wooden beam Min. transverse distance container centre / wooden beam
This is achieved by putting wooden beams (bedding) lengthwise on the floor and then placing the cargo on them or putting a further layer of wooden beams crosswise if required by the cargo. If the supporting length is extended, the free ends on each side, on which there is no cargo, must not exceed a maximum length of 1 m.
Lengthened support for better weight distribution
If the cargo exceeds the weight limits, it must be loaded on flatracks, which are containers with a reinforced floor. Our specialists can give more precise details on the use of flatracks. All Hapag-Lloyd containers comply with the ISO standard 1496/1, which includes regulations, for instance, on using a forklift on the container floor. A forklift can be used in the container if the following limits are not exceeded. Item
Limit
Load front axis (forklift + cargo) Contact area per tyre Width of tyre Wheel spacing (on one axis)
max. 5,460 kg min. 142 cm2 min. 18 cm min. 76 cm
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The weight of the cargo should be evenly distributed in the container. The centre of gravity should be within the following limits: Type of container
20'
Lengthwise
max. 60 cm max. 90 cm from centre of container in centre of container below or at half height of container
Transverse direction Height
40'
All Hapag-Lloyd containers meet the following test requirements of ISO 1496/1 for load strength of side walls, end wall and roof: Design element
Test weight
Side wall End wall and door Roof
0.6 times permitted loading 0.4 times permitted loading 300 kg at surface of 60 x 30 cm
3.2. Stowage planning There are three main reasons why it is important to formulate a stowage plan before packing: To achieve optimal capacity utilisation of containers To simplify and speed up loading/unloading To calculate the necessary lashing materials promptly in advance Precise details of the packaging, weights and dimensions of the cargo, as well as the container‘s internal dimensions and weight restrictions, are required before a stowage plan can be formulated. Details of Hapag-Lloyd containers are given in the brochure “Container Specification” or at www.hapag-lloyd.com Before drawing up a stowage plan, a suitable container has to be selected, taking into consideration the following factors: Load limit and permitted weight distribution of container Weight restrictions for inland transport in country of sender and recipient Recipient’s possibilities for unloading cargo from container 12
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A stowage plan can be drawn up in various ways. Stowage software can be used for providing a scale drawing with various views or carrying out an actual pre-stowage on a free area with recorded container dimensions. It must be noted that the door and roof are generally smaller than the container’s internal dimensions.
3.3. Function of packaging Packaging has to: Protect cargo Enable cargo to be stacked Enable cargo to be lifted, moved and secured Possibly provide information on cargo characteristics and handling The container itself is a means of transport. Cargo must, therefore, generally be packed for transport in containers. The type and quantity of packaging required depends on the type of transport and container used. If items of cargo of various sizes and weights are stowed together, more stable packaging is required. If cartons or crates are stacked in several layers on top of one another, the lowest layer must be able to withstand the weight of the items stacked above. The requisite stack strength depends on the packaging material, transport time and moisture conditions. Standard containers can be given linings for bulk freight cargo, rods for clothing or moisture-absorbing materials. If the cargo is loaded in open containers or on flatracks, the packaging must withstand influences from the climate, weather and transhipment during the entire transport process.
3.4. General rules for packing a container Cargo of the following types must not be packed together: Dusty goods with dust-sensitive cargo Odour-emitting with odour-sensitive cargo Moisture-emitting goods or packaging with moisture-sensitive cargo or packaging Items with protruding parts (e.g. sharp corners, edges) with goods in comparatively soft and sensitive packaging (e.g. sacks or bales) Moist goods with dry goods Heavy packages should not be stacked on top of light packages 13
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If packing such goods together in a container cannot be avoided, the moist cargo should be stowed under the dry cargo and the two types of goods separated from one another with thin dunnage or packing material. Dunnage or sawdust must be placed under the moist cargo. For hazardous goods shipments, the relevant rules of the IMO (IMDG Code) and Hapag-Lloyd are to be followed. Different types of packaging must be effectively separated from one another (e.g. cardboard cartons and wooden cases). Cargo with damaged packaging must not be transported unless the packaging is carefully repaired before loading. Packing paper or plastic sheeting must be used for lining containers carrying sensitive goods. Containers used for transporting odour-sensitive goods must be free of smell; otherwise they must be cleaned before loading. Containers used for shipping odour-emitting goods, or cargo that could soil the containers in the event of leakage, must be lined with plastic sheets and absorbent material (e.g. peat moss, sawdust or silica gel) added in order to avoid unnecessary cleaning costs. Hapag-Lloyd does not transport ore in containers.
3.5. Securing devices in containers There are many ways of securing cargo in a standard container. Lashing devices are fixed along the longitudinal beams on the floor, on the roof and near the corner posts. Every lashing device has a safe working load of 1 t. The corrugation in the side walls can be used for securing cargo lengthwise with transverse wooden beams. It has to be noted that the container end and side walls can take only large surface loads and are not suitable for selective stresses. The following table gives an overview of securing devices for containers and their use. Design element
Cargo securing
Lashing eyes on corner posts, roof and floor longitudinal beams or rings in floor Corrugation in side walls
For fastening ropes, plastic straps, metal brackets, quick-acting locks, etc. (for load restrictions, see “Container Specification�). For securing cargo lengthwise. Timber lying crosswise can be wedged in the corrugation. Chocking heavy items of cargo to prevent horizontal slipping.
Corner posts
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Lashing points in a standard container on the roof edge, at the corner post and small vents for airpressure equalisation
3.6. General rules for securing cargo When packing a container or securing cargo, the Guidelines for Packing and Securing Cargoes in Containers for Transport by Land or by Sea (Container Packing Guidelines) issued by the International Maritime Organization (IMO) and International Labour Organization (ILO), must be observed. Unlike cargo securing as is usual for land transport, cargo carried by sea must also be secured within a container against all ship movements, such as rolling, pitching and yawing. The best way of securing cargo is to distribute it without any gaps over the entire floor. If gaps cannot be avoided, the space between the packaging and container walls must be filled using air bags, dunnage or other stowage material. Individual cargo parts that do not fill up the floor must be secured by being chocked and lashed. Lashing eyes are provided on the longitudinal beams on the floor, roof and corner posts.
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Cargo is secured against movement lengthwise with a wooden beam inserted in the corrugation of the side walls. The outer ends of the square timber must correspond to the shape of the side wall.
The cargo is secured against movement lengthwise with a wooden beam, which is wedged in the groove on the corner post. The space up to the cargo is filled up with other wooden beams.
The crates are chocked against the side walls with large bearing areas, on the left with dunnage, on the right with air bags.
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3.7. Checking containers before loading Every container shipped on international routes must have a valid CSC plate, as provided in accordance with the International Convention on Safe Containers, dated 02.12.1972. All Hapag-Lloyd containers display this plate.
CSC plate of a 20' standard container
Containers are controlled at every interchange. In addition to these inspections, we recommend customers always carry out a careful check of the following items after receiving a container: External checklist: There are no holes or cracks in walls, floor or roof. Doors are easy to operate. Locking devices and handles function properly. Customs seal device must be in orderly condition. No self-adhesive labels from previous cargo (e.g. IMDG placards); dangerous goods stickers are permitted only if there are dangerous goods in the container. Additional points to note for special containers: Flatracks: End walls are folded up and firmly locked. Open-top containers: Upper door strap and roof bow must be completely and properly attached. Open-top containers: Roof cover is not damaged and is of the correct size, and its rope ends are not damaged. 17
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Hard-top containers: Roof is undamaged and roof fastening fits and functions correctly. On containers with electrical connections, the condition of the electrical equipment (e.g. cables and plugs) should be inspected before the unit is supplied with voltage. Check from inside: Container is proof against condensation water. Possible test method: Enter the container, close both doors and check whether any light comes through cracks, holes or door seals. Container is completely dry inside. Any condensation or hoar frost must be removed in order to avoid corrosion and moisture damage to cargo. Container is free of dirt and cargo residue, clean and odourless. There are no nails or other protruding objects that could damage the cargo. If cargo is loaded in the customer’s own container, it must be ensured that the CSC plate is valid. The rule at Hapag-Lloyd is that the inspection has been carried out within the past 18 months. Otherwise the container must be loaded conventionally. If there are any irregularities, a Hapag-Lloyd office should be immediately informed so that an undamaged container can be provided.
3.8. Checking containers after loading The following points must be checked after packing: The container is packed to meet the requirements of the cargo, to withstand the probable stress during transport and meet the requirements of the container itself. The weight of the cargo must not exceed the maximum load limit of the container. A copy of the packing list for customs inspections, etc. must be displayed at an easily visible place in the container. If timber is used as packaging material, it may, under some circumstances, be necessary to comply with the quarantine regulations of the country of destination. A fumigation certificate or certification that the wood has been treated may have to be displayed conspicuously on the container. The regulations and information are usually obtainable from the agricultural authority of the country concerned. Doors as well as detachable roofs of containers must be closed carefully. The seal number must be noted. Strong steel cable and container locks can protect the cargo from theft. Hapag-Lloyd prescribes high-security seals in accordance with ISO 17712. 18
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On open-top containers, the roof sheets must fit correctly and the ropes must be correctly inserted (customs seal). Covering sheets used to protect cargo in special containers must be securely fastened. Old self-adhesive labels must be removed. On refrigerated containers, the correct temperature and ventilation volume must be set, the temperature recorder (if provided) must be running and the temperature must be displayed. For hazardous goods shipments, the relevant packing and separating regulations must be complied with and the correct IMO placard must be attached outside on the container. The Hapag-Lloyd hazardous goods department will gladly provide the necessary support. The entire documentation must be punctually and properly completed. If a container is overloaded or cargo incorrectly secured, the transport is interrupted and the insurance will not compensate for any possible damage.
3.9. Returning containers After a shipment, the container is usually returned to the predetermined depot. The container must be: Clean and free of refuse (incl. remains of cargo and lashing material) Free of odours from other sources Free of nails or damage to floor Without damage to walls and doors Without cargo-relevant placards and lettering Without damage to sheets if open-top container Complete and incl. all accessories
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4. Protection against climatic influences
4.1. Protection against moisture Moisture is a main reason for cargo damage. Section 2.2. describes the climatic stresses cargo is subject to during transport. Tips on how cargo can be protected are given below. Before the container is loaded, the type of protection required by the cargo must be determined. The general weather conditions of the climatic zones and the direction in which the zones are passed through should be considered. If the voyage is from a warmer to a colder zone, the risk of condensation is much higher than in the other direction. Modern containerships have more slots for containers on deck than under deck. The hatches can be ventilated with electric ventilators. The temperature and moisture under deck are thus similar to the conditions on deck. Most standard containers have very small openings for pressure equalisation. These are not suitable for ventilation. Hapag-Lloyd has a small number of 20' containers with ventilation slits along the roof and floor edge for passive air equalisation. However, if a specific volume of fresh air is necessary, a refrigerated container must be used. The relative humidity within a container depends on the moisture of the cargo, stowage material, air during loading and outside temperature during the voyage. The following measures can be taken to protect cargo against damage from moisture: Moisture-sensitive cargo must not be packed together with moisture-emitting cargo. If this is unavoidable, the items of cargo must be well separated from one another and protected. Cargo and stowage material must be packed as dry as possible in the containers. Therefore, they have to be stored in dry rooms. Packaging and stowage material stored outside or in damp rooms absorb the dampness of their surroundings. Cargo must be secured only with material that cannot damage the cargo as a result of climatic influences; e.g. using stainless steel instead of normal steel prevents rust spots on the cargo. When moisture-sensitive cargo is being transported, moisture-absorbing material (e.g. paper) must be placed on the cargo or under the container roof. Various products are offered by a large number of suppliers (e.g. Cargo Dry system, Dew Catcher, Moisture 20
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Grip, Non-Sweat paper, Sweatking). Plastic sheets are not suitable for this. Moistureabsorbing materials such as silica gel can prevent condensation. However, this is effective only if used in absolutely airtight spaces, for example, close to the cargo in cardboard cartons or within products that are wrapped in shrink foil. Approx. 500 g of absorbing material is required for 1 m3 of enclosed air. Silica gel bags are thus not suitable for use in the entire container. Even if absorbing material is used, damage can result from condensation water. Under extreme conditions, these materials may sweat out the previously absorbed moisture.
4.2. Cargo carried in temperature-controlled containers Hapag-Lloyd provides refrigerated containers for carrying cargo that has to be kept at a constant temperature and/or requires a specific fresh air supply. These boxes are equipped with an electrically operated plant, which cools, heats and generates a preset air exchange as required. The requisite electricity is supplied by the ship or port terminal. During transport by road or rail, the necessary power is provided from the container wagon or a generator fixed on the container. All refrigerated containers are operated with environment-friendly refrigerants.
Hapag-Lloyd provides one of the world’s largest reefer fleets
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Chemicals, pharmaceuticals or hazardous goods are loaded in “non-food-grade refrigerated containers” to ensure no food is transported in a container previously used to carry chemicals. Containers are available with the following functions/characteristics: Controlled air composition CO2- controlled air exchange Transfresh Control of humidity (dehumidification only) Cold treatment (USDA) Silicon-free cargo loading areas Refrigeration for temperatures to – 35 °C Integrated data storage devices record the temperature and other events hourly. The standard reefer container offers adjustable temperatures of between – 30 °C and + 30 °C. Refrigerated containers are designed only to maintain the required temperature for a shipment. To maintain the quality of the merchandise, temperature-sensitive goods must have reached the transport temperature before loading. Specific types of goods, such as fruit or vegetables, generate heat during transport, consuming oxygen and producing CO2. In such cases, the air in the container has to be exchanged. The air interchange can be set from 0 to a maximum of 250 m3 per hour. When booking refrigerated cargo, the exact setting temperature must always be given in degrees Celsius and the required air change in m3 per hour. In the profile sections of the floor, the cold air is blown under the cargo towards the door, and the heated air returned under the roof. The way goods are stowed and packed in a refrigerated container can thus have an influence on the air circulation. The following points must be observed when stowing to ensure optimal temperature distribution in the entire cargo: Chill Mode: Cargoes at and above freezing-point Goods should be stowed loosely enough so that air can move above and between the packages. This is achieved with stowage material for separating or cartons with holes for ventilation. On the other hand, if stowage is too loose the air flow may not reach the merchandise on the door side adequately. Frozen Mode: Cargo below freezing-point The entire floor must be evenly loaded (chock stowage). If this is not possible, cardboard or similar material must be laid on the free areas to guarantee optimal air flow. 22
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This involves larger gaps that are created between the pallets or as a result of packages that have not been precisely stowed on one another. In any case, at least 12 cm must be kept free between roof and cargo. Markings on the side walls indicate the maximum permissible height. Packing material must be sufficiently robust to carry the stack weight and protect the contents, and must be
Max. cargo height is indicated by a red line
suitable for the characteristics of the particular product; for example, cartons with vents should be used for goods that generate heat and/or need an air change. Cargo should be stowed in such a way that it can withstand all risks of sea and land transport. There are only lashing points in the floor, so cargo must also be secured by chocking or positive fit.
4.3. Cargo under controlled atmosphere The composition of the ambient air can be changed to achieve a considerable slowing down of the ripening process during transport. The following parameters can be regulated: Nitrogen Oxygen Carbon dioxide Humidity The precise data depend on the relevant products. Relevant tables based on scientific findings have been published in, for instance, the “Guide to Food Transport – Controlled Atmosphere (Mercantila)”. 23
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The latest Hapag-Lloyd refrigerated containers offer the function of CO2 - controlled air exchange (AFAM+ or E-Autofresh). In these containers, a specific carbon dioxide content (0.0 4 % to 21%) is prescribed and thus the oxygen content of the air is automatically reduced. After the target level has been achieved by the natural ripening process, fresh air is introduced in a controlled manner. With another method (e.g. Transfresh), the container is flooded with an atmosphere suitable for the product after loading. When the limit values for oxygen and carbon dioxide, set before the transport, have been reached, fresh air is introduced. Chemical absorption materials can also reduce the ethylene content.
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5. Material for securing cargo
5.1. General comments Various materials can be used to secure cargo. Each has advantages or disadvantages depending on how it is employed.
5.2. Material for laying under cargo (bedding) Before cargo is stowed in a container, it must be decided whether or not it can be placed directly on the container floor. The cargo can be loaded without special bedding if the cargo itself stands safely, the container floor is not damaged by the cargo and the weight restriction per running metre is not exceeded. Examples for cargo without bedding are cartons, light cases or pallets.
5.2.1. Pallets Pallets are normally used for faster loading/unloading of cartons and various small items. They can be secured with shrinking foil or straps tensioned over the pallets. In this case, the pallet is part of the cargo. The disadvantage of EU pallets for road transport is that they cannot be stowed with a positive fit in a standard container. Gaps between packages must be filled with securing material or pallets. The maximum permissible height of the container can frequently not be used if the pallets cannot be stacked or the height of the crates on the pallets does not correspond with the internal height of the container.
5.2.2. Square timber and strong planks A bedding of square timber or strong planks is needed for all consignments with small support areas and/or high weight, for distributing the weight on a greater support length. The bedding used varies depending on the design, which differs for standard containers and flatracks. The substructure is positioned lengthwise in standard containers but crosswise on a flatrack. Depending on the cargo, timber ranging from strong planks (approx. 5 cm thick) to square timber (20 x 20 cm) is used as substructure. It is sometimes necessary to increase the support length. However, there is no point in having free ends longer than
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1 m, as the timber bends upwards at its ends, and thus does not transfer the weight to the outermost points.
5.2.3. Steel girders Steel girders are normally used for heavy and massive cargo. Anti-slip materials must be used wherever steel rests on steel. This considerably increases the friction factor, which is very low for contact between steel items.
5.3. Lashing material Lashing materials are used to secure cargo. They prevent horizontal movements and cargo tipping and bouncing. There are different terms and definitions for the strength of lashing material. The breaking load is the load lengthwise at which a rope tears. It is not permitted to load a securing element with this weight. A securing factor has thus been introduced. This securing factor depends on the type of lashing material and its use. The breaking load divided by the securing factor yields the Maximum Securing Load (MSL). The MSL is normally given in the data specification or directly on the lashing material. In addition to the MSL, the load must be reduced if the lashing material is passed over sharp corners. Different lashing materials have different elastic strength. Different types of lashing materials must thus not be used to secure the same item of cargo. If various lashing materials are used, when there are movements, the cargo will be held first with the lashing material with the lowest elasticity. This lashing material will first break and the other lashings will then also no longer be able to take the entire load. Lashing materials can be mixed if the different materials are used in different lashing directions.
5.3.1. Fibre ropes Fibre ropes are made from natural products such as hemp, manila or sisal, or from synthetic material. Depending on the material, they are able to withstand a very wide range of environmental influences. Natural fibre ropes are sensitive to acids, alkaline solutions and solvents. They expand when they absorb moisture and shrink when drying. Synthetic fibres are more resistant to environmental influences but have a lower breaking load and are, therefore, used only to secure lighter cargo, such as tarpaulins, cars, drums or light cases.
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One special type of fibre rope named “Hercules� has a thin steel wire as a core. It has the same breaking load as normal fibre ropes, but a lower elasticity. It is less flexible and stiffer if twisted.
5.3.2. Nylon belts The most common lashing materials are nylon belts. They are available in a wide range of widths with different maximum stresses (MSL). They are easy to use to prevent damage to cargo. Edge protection must be used on sharp corners. It is absolutely prohibited to knot nylon belts, as they can take much lower loads at these points. The hooks on the belts must fit into the lashing eyes of the container and cargo.
5.3.3. Steel strapping (Signode) A steel strap is a flat strap of steel. It has virtually no elastic stretch and thus cannot be used for soft items of cargo such as crates. If the wood gives somewhat, the steel strap immediately loses its fastening strength. The same occurs when heavy cargo rests on weak wooden bedding. It is very important that cargo secured with steel straps does not lose volume during transport. On the other hand, steel straps are very useful for fastening steel coils or bundling steel profiles. It is possible to achieve tight securing very quickly with steel straps. However, this requires special tools. Signode must not be used on sharp or uneven corners.
5.3.4. Steel wire, turnbuckles, shackles and wire clips Steel wires are very commonly used for lashing heavy unpacked cargo. Many different sizes and forms are available. Steel wires can take strong forces relative to their diameter and have low elasticity. On the other hand, they lose much of their strength when passed over sharp corners or used in tight bends. If steel wire is used for lashing, additional equipment is required. Shackles are used as a link between the tension screw, chain and lashing eyes. Often a hook with a short chain is used between the lashing eyes on the container and the tension screw on the lower part of the lashing. The chain links can be placed better around edges without losing strength. Wire clips are used to connect the ends of the steel wires, the entire lashing arrangement being tightened with a tension screw.
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Correct lashing arrangement. The steel wire is twisted to increase the friction
Wire clips are used to connect the loose wire ends. Only the correct size of wire clips and their torque must be used, otherwise the wire can slip through the wire clips. As the wire clips are usually the weakest part of a lashing arrangement, the way in which they are employed is very important. Recommended and not recommended arrangements are illustrated below. A minimum of four wire clips must be used.
Wire clips
Not recommended configuration of wire clips and wire ends. They can be used, but only with lower calculated strength
Best and recommended configuration
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Insufficient number of wire clips; this configuration is not permitted
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5.3.5. Chains Chains have a high breaking load. The lashing eyes on the cargo or on the container are usually weaker. Chains are generally used for securing heavy cargo. They do not lose any breaking strength on small edges as long as the individual chain links are not themselves bent on edges. Chains have virtually no elastic stretch. They are tightened with the aid of tension screws or tension levers with hooks. Chains can be adapted to the required length by using special grab hooks with securing levers.
5.4. Filling material A very simple and useful method for securing cargo against sliding forwards or sideways is to fill the space in the container with stowage material. It is important that the container wall or the cargo opposite is strong enough to withstand the forces transferred.
5.4.1. Airbags When, for example, pallets are stowed in a standard container, gaps will remain. A wide range of airbags in various sizes and shapes are provided for this purpose. The airbags are placed empty in the gaps and then filled with compressed air so that all space is filled. Airbags are not designed to take forces from moving cargo and must not be placed over sharp edges.
5.4.2. Timber Timber can be used for securing generally heavy cargo against sliding. However, the walls of a standard container can absorb only low forces. If the cargo is chocked against the walls, a large contact surface must be provided. The best method is to jam the cargo against the corner posts of the container. A configuration with square timber must be designed so that it does not loosen during transport, or fall off due to vibration.
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6. Stowing and securing various types of cargo
6.1. Cartons, crates and wooden cases The following points must be observed when loading cartons in containers. If the cargo does not fill the entire volume of a container, the crates must be stowed at a similar height so that the entire floor of the container is covered and weight is evenly distributed. No gaps should be left. If gaps are unavoidable, the cargo must be chocked row for row by filling the space with airbags, pallets or stowage material. The height of a stack in a container depends on the stability of the cartons. A robust stowage can be achieved if the cartons are stacked interlocking like bricks. The pressure of the upper layer on the lower can be better distributed with intermediate layers of strong cardboard or dunnage. Wet cartons are less stable. The comments in 2.2. “Climatic stresses� should thus also be observed. Large and heavy items of cargo should be positioned in the centre of the container and chocked against the corner posts and roof or floor beams. If items are chocked against the side walls, the supporting surface must be as large as possible. Stowage with positive fit means that there are no gaps between cargo and container, with no additional material for securing being needed.
Cartons stowed with positive fit
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Sofas stowed with positive fit
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Only door securing is recommended. This prevents cargo falling out when the container door is opened by the recipient.
6.2. Palletised cargo The achievable capacity utilisation of a container depends on the dimensions of the pallets. The optimal pallet size depends on the internal dimensions of the container. The packages stacked on the pallets must cover the entire pallet and be well secured, for example with straps or shrink foil. When stowing the container, care should be taken to ensure that the centre of gravity is in the middle of the container, both lengthwise and across. The pallets must be adequately secured.
Stowage of non-standard pallets. Spaces are filled with airbags. The pallets in the second layer are each secured with three pieces of dunnage against slipping towards the door
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The size and structure of the packing for the motorcycles correspond with container dimensions
6.3. Drums and plastic cans It is essential to ensure that no drums are leaking before loading. Drums leaking liquid must not be loaded. Basically, drums must be stowed with the opening upwards. They are best transported standing upright next to one another. Plywood boards must be inserted between the individual layers to increase the stability of the drum stacks. The optimal configuration of drums on the container floor can be determined from the relationship between the diameter of the drums and the inner dimensions of the container. Various packing patterns are possible.
Pattern “Full”
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Pattern “A”
Pattern “B”
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The following formulae can be used for calculating the possible number of rows lengthwise: Pattern Full and A: n = L D
Pattern B: n = L +
L–D 0.866 · D
n: Number of rows D: Diameter of drums L: Inner length of container All drums must be loaded fitting tightly in the container, without any gaps being left between the cargo and container. If gaps are unavoidable, these must be filled with dunnage, pallets or securing material. The main securing work must be carried out in the door area. Usually a square timber is placed between the corner posts to prevent drums sliding against the door. The drums can also be secured with steel straps in blocks superimposed over one another, with one drum being secured in a block of four drums and also connected with another unit of four drums. Drums can be put at different heights for securing purposes. This is achieved with a mixed stowage, with drums of various heights, or by inserting pallets at different places. Wooden barrels are not designed to withstand pressure around the centre. If wooden barrels are loaded horizontally, wooden strips for support must be laid under the ends so that the middle does not touch the container floor. Wedges can be used to prevent barrels rolling away. Plastic cans must be checked for leakage and distortion before loading. A distorted can may endanger the stability of the entire stowage. A dividing layer of strong stable plates or dunnage must be laid between every layer to ensure the stability of the stacks. Jolts from below or vibrations could otherwise deform individual cans and then cause the stacks to collapse.
6.4. Sacks and bales Incorrect handling and inadequate stowage of sacks may cause damage to packaging, cargo and the side walls of the container, and injure personnel opening the container doors. Sacks must be stacked to prevent them sliding in bad weather at sea. They are stacked alternately in various directions and without gaps, so as to form a stable unit. This does not apply for plastic sacks because of the lower friction between plastic surfaces. These are best secured by using shrinking foil around the entire stack on the pallet. It may be more cost-efficient to load a container with pallets rather than individual sacks, which are relatively time-consuming to load and unload. 33
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Many of the goods packed in bales are comparatively insensitive to mechanical stresses, although the outer cover can be easily damaged on loading/unloading. To facilitate unloading with a forklift, wooden planks can be placed on the container floor and between every layer of bales. Chocking against the door posts is generally adequate to secure the door.
Carpets protected by jute sacks on loading
6.5. Rolls and coils If a standard container is used to carry rolls and coils, before loading, care must be taken to ensure that the maximum permitted weight per running metre is not exceeded. More details on this are given in 3.1. “Weight limits and weight distribution in standard containers�. If the coils are too heavy, they must be loaded on flatracks. Rolls and coils can be positioned with eye to sky, or horizontally with axes lengthwise or crosswise. 34
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6.5.1. Eye to sky Lighter rolls can be stowed like drums. They must be placed close to one another and the space in between must be filled. They must be secured with nets or planks at the door. Steel coils must also be stowed close to one another. They should be secured by being bound together with steel strapping or chocked with wood. Heavy steel coils shipped on loading frames or pallets should be securely fastened on their pallets and fastened with lashings.
6.5.2. Eye horizontal, axis lengthwise If several coils are loaded, these must be distributed over the entire floor. The centre of gravity must be both lengthwise and crosswise in the middle of the container. Pressure on the side walls should be avoided. Suitable bedding, lashing and chocking, sideways and in the direction of the door, are necessary.
6.5.3. Eye horizontal, axis across With this configuration, the floor is stressed to the full on account of the very short contact length. It is thus very important to place wooden beams or cradles as bedding lengthwise under every coil. Heavy steel coils must be placed on robust cradles made
Steel coil loaded with axis across, chocked to the side and lengthwise and lashed with nylon belts
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Steel coil secured on a Coil-Trainer cradle
of wood or steel. Steel straps or wires should be used for securing the steel coils on the cradle or among one another. For securing, the steel coils must be chocked on the side and lengthwise, and lashed through the eye. Specialised companies such as Coil-Trainer offer reliable steel cradles for transporting steel coils in containers. These distribute the cargo weight over an adequate length and on the outer bearers of the container. Lighter rolls of paper can be stowed on top of one another. The lower layers must be secured with wedges. Rubber mats must be inserted as anti-slip material between the individual layers. The gaps on the side walls must be filled up with stowage materials to prevent sliding. At the door, all layers must be chocked with a frame of wooden beams.
6.6. Steel plates Steel plates, transported on a flatrack, are a very tricky type of cargo. They must be secured very carefully. Plates that loosen are extremely dangerous for other items of cargo, the ship and the crew. The following points must be observed when stowing steel plates: The container floor must not be loaded with excessive weight. Steel has a very high weight in relationship to its volume. Steel often looks lighter than it really is. 36
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Anti-slip materials such as rubber mats must be placed between the plates. Thin plates with a height of up to 15 mm and with identical width must be pre-bundled with steel straps so that they can be handled as one piece. If narrow plates lie on wider ones, the space on the sides must be filled up with timber to offset the differences. Alternatively, steel plates with different widths must be secured separately with circular lashing (see 7.2.2.). On the edges of steel plates, edge protection must be placed under the lashing material. Plates must be secured lengthwise by being chocked towards the end walls. Instead of chocking, diagonal lashing can also be used to prevent the steel plates sliding lengthwise. If the steel plates have various lengths, the differences must be filled with wood to produce a block with identical length.
Minibus loaded in a standard container, not yet lashed
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6.7. Vehicles All types of vehicle, from cars to road-building machines, can be transported on containerships. Vehicles may be classified as hazardous goods in some countries, while other states have special transport regulations. The vehicles must comply with the local regulations of the country of destination. It is recommended to disconnect the batteries and drain the fuel to a minimum before loading a vehicle in a container. Cars and delivery vans normally fit easily into a standard container. A small ramp is used for loading and enough space has to be left for the driver to get out of the vehicle. The vehicles must be loaded absolutely dry. The windows must remain somewhat open to make air circulation possible. There are special tension belts for lashing the cars on the axes. Larger and heavier trucks must be loaded on flatracks. In this case, at least half the wheels must lay on the floor of the flatrack or a special wooden bedding under the chassis is necessary. Further details are given in 7.2. “Pre-lashed cargo”.
6.8. Sheets of glass Because of its dimensions and weight, glass is best loaded standing in a container. Hapag-Lloyd offers open-top containers with covering sheets, or hard-top containers with a removable roof. Sheets of glass have to be carefully packed in cartons or wooden crates, or on Aframes. The sheets should be placed lengthwise in the container. If several A-frames are transported in one container, these must be kept apart with a buffer zone. As glass is very sensitive to moisture, an additional covering is necessary.
6.9. Wet hides and skins These items are also called “salted cowhide”, “raw hides” or “salted skins”. During transport, the skins give off brine, a very strong-smelling liquid. This permanently contaminates the container floor and also often runs out of the container and damages other containers and cargo, and the marine coating. A damaged container floor must be completely replaced or the container has to be written off as a total loss. The transport of wrongly stowed, wet salted skins is thus a cause of constant annoyance because of the costs for cleaning and rectifying the damage. Wet salted skins can be effectively transported only if the following precautions are taken: The container must be completely lined with a tube-like lining out of one piece. This lining must be of at least 8 mm thick polyethylene, or a sheet with inserted threads that have a minimum diameter 38
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of 0.230 mm (9 mils). This lining must cover the entire floor and three-quarters of the side walls, and be secured on the lashing eyes on the roof brace. Cardboard or moisture-absorbing material should be placed on the floor in the lining before cargo is put on it. Plywood sheets should be used to protect the lining if cargo is loaded with a forklift.
6.10. Liquids Liquids are usually transported in tank containers. These must be filled with at least 80% of the volume to avoid serious surge movements during transport. The maximum filling height is 95% of volume to allow liquids to expand with temperature variations. Special load limits, which are marked on various tank containers, must always be observed. Apart from normal tank containers, special tank containers for temperature-controlled cargo with heating and refrigerating units are also available. Liquids can be transported in normal standard containers in small, stable receptacles such as drums, cans or “intermediate bulk containers” (ibc). Hapag-Lloyd does not recommend transporting liquids in flexi-bags. Under special circumstances, however, it ships food products such as wine and fruit juices in flexi-bags. In these cases, Hapag-Lloyd accepts only flexi-bags that meet its quality standards. Further information is obtainable from any Hapag-Lloyd office.
6.11. Bulk freight Bulk freight can be transported with a lining in a 20' standard container or an open-top container. The lining protects the cargo against dirt and the smell of the container, and reduces the time required for cleaning the container after emptying. Only products such as powder, granulate, maize or bulk freight without sharp edges can be transported with these lining bags. The bulk freight is usually loaded via a conveyor belt through the door, or through openings of a special roof. The cargo must be secured with a bulkhead at the door to prevent any of it falling out when a door is opened. This is a strict and binding requirement in many countries. Most makers combine their lining directly with a door securing system. Other types of bulk cargo, such as scrap or stones, can be loaded only after inspection and approval by Hapag-Lloyd.
6.12. Long cargo This section deals with long cargo that does not fit into a standard container. When shipping long cargo, please consult 7.2. “Pre-lashed cargo”. Open-top, hard-top and 39
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flatrack containers are useful for carrying long cargo. Loading long items, such as pipes or logs, through the door can very easily damage the container floor, the corrugation of the side walls or the cargo. If several layers are stowed on top of one another, material must be laid between every layer to prevent slipping. Long items have to be very carefully secured lengthwise by chocking or lashing on the front sides. Chocking is achieved with a vertical front wall of wood, which is chocked against the corner posts or held with lashing straps. The cargo must be secured against sliding with circular lashing or chocking to the side walls.
6.13. Live animals Hapag-Lloyd does not recommend transporting live animals on containerships. However, if the customer insists and it has been possible to clarify all relevant issues, livestock can be shipped. The receptacles for the animals can be loaded on flatracks or in open-top containers on deck. Keepers must accompany the animals in transit. Containers with feed can be stowed near the animals on deck. Shippers of live animals must familiarise themselves in advance with the quarantine regulations in the country of destination and the transit ports.
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7. Oversized and heavy cargo
7.1. General comments Cargo that has excess height, excess width and/or is heavy can be loaded pre-lashed on a flatrack or conventionally. Pre-lashing means the cargo is loaded first in an open-top container or on a flatrack, and lashed there before both are lifted together on to the ship. If the weight and/or cargo dimensions exceed the limits for a pre-lashed shipment, the cargo must be loaded conventionally. This involves first putting flatracks as foundation in the ship. Wooden beams or steel girders are then laid-out for load distribution and the cargo loaded with the container crane or a floating crane on top, after which the cargo is secured.
7.2. Pre-lashed cargo Hapag-Lloyd provides open-top containers (with roof protected only with a tarpaulin), hard-top containers (roof is detachable) and flatrack containers (reinforced floor, no side walls and no roof) in 20' and 40' lengths for transporting cargo with excess size. It should be noted that the floor design of open-top and hard-top containers is the same as for standard containers. The load limits are thus the same as described in chapter 3.1. Flatracks have two much stronger longitudinal beams outside as floor construction, which can carry much higher selective stresses. If heavy cargo is being carried that is very narrow and rests not on the main girder but only in the middle on the weaker wooden floor, bedding must be laid athwart under the cargo so that the weight is transferred onto the main girder. Flatracks can be loaded with the maximum payload only if the cargo stands over the full floor length on the flatrack. Less weight can thus be loaded for shorter consignments. The exact details are obtainable from our loading specialists. The decision on whether or not an item of cargo has excess dimensions or what equipment is most suitable for transport depends on the dimensions such as length, width, height and weight. The type, form and floor structure of the cargo also plays a role. If a limit value for standard containers is exceeded, special containers must be used. Open-top containers are suitable for light, high cargo or for long consignments that cannot be lifted through the door. If the cargo is wider than the roof opening or heavier than the weight limits, flatracks must be used. 41
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Cargo with excess length can be carried on platforms, which are flatracks with collapsible end walls. The following points must be observed when loading platforms: Corner castings must be kept free for lifting. It is not permitted to raise a platform with one end wall up and the other down. Both end walls must always be either up or down. Special care must be taken to secure the cargo against movement lengthwise. Platforms can be loaded only on deck.
7.2.1. Securing cargo in open-top containers Securing cargo in these containers always involves a mixture of lashing and chocking. Chocking protects the cargo against slipping. Wooden beams laid-out between cargo and container posts serve to secure lengthwise. Chocking crosswise should be done as far below as possible against the side walls. Sides and end walls are not designed for selective stresses. If this is needed for securing cargo, the forces must be distributed over an area as large as possible. Lashings prevent cargo tipping and increase the friction on the floor. All open-top containers have small lashing eyes on the corner posts, as well as on the floor and on the roof rails, each with a Maximum Securing Load (MSL) of 1- 2 t.
7.2.2. Securing cargo on a flatrack container As for open-top containers, securing cargo on a flatrack must involve a combination of lashing and chocking. The cargo also has to be protected against environmental influences. Hapag-Lloyd flatracks have lashing eyes on both sides and the end walls. All lashing points have a Maximum Securing Load (MSL) of 5 t. The lashing secures the cargo against tipping and holds it down to increase friction. It is not sufficient just to lash over the cargo. The preferred lashing method is cross lashing. However, lashing eyes on the cargo are required for this. Otherwise, it is necessary to lash around the cargo. The strap or wire is passed from one side over the cargo, and then under the cargo back to the starting point. The same procedure must always be repeated beginning on the other side. The various lashing methods are illustrated below. It is possible to chock very effectively lengthwise against the corner posts. Wooden wedges, nailed on the wooden floor of the flatracks, must not be used, as these are mostly not adequate and damage the floor.
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Flatrack
Flatrack Lashing just over the cargo is NOT sufficient. The cargo can slip sideways
Seite 43
Flatrack
Cross lashing is effective if there are lashing eyes on the cargo
Most flatracks have notches for stanchions along the side. Ordinary steel beams, inserted vertically into these holes, can be used as chocking against slipping sideways, for example, for lengthy items such as pipes.
Wooden wedge
Wooden wedges just nailed down to secure cargo against movement lengthwise are NOT sufficient
Square timber
Bedding
Corner post of flatrack
Horizontal square timber must be placed between the cargo and the corner posts to chock the cargo
It is difficult to secure cargo that is wider than the flatrack against sliding sideways. Light crates can be secured with serrated steel plates. These look like serrated washers and are placed between the crate and the wooden floor. They are fixed in position with nails or by the weight of the cargo. These serrated steel plates increase friction. It is vital to display a marking on the crate to inform persons inspecting the cargo of the securing material used. In addition to being secured by serrated steel plates, the cargo must also, of course, be lashed.
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Crate
Lashing
Flatrack
Steel profile with angles
Cargo with excess width, secured with a steel profile with angles against slipping sideways
Steel profiles with angles adjusted to the width of the flatrack are also very effective for chocking against slipping sideways. When such a steel profile is used, lashing simply over the cargo is permitted. If this steel profile is not used, only cross lashing is permitted to secure cargo with excess width. It is vital to use edge protection to prevent straps chafing and tearing on sharp edges. This also protects soft wooden cases against being broken or cut into by the lashing materials, and prevents the resulting loosening of securing equipment. Cargo is normally loaded on flatracks below deck for protection against water. Containerships have guide rails in their holds to keep containers in position. These guide rails reduce the maximum loading length for shipments with excessive width (more than 244 cm) even if the cargo would fit on the flatrack. The maximum permitted length for cargo with excess width is 1,160 cm on 40' flatracks and 550 cm on 20' flatracks. In other words, the cargo must be stowed at least 30 cm from the outer ends of the flatracks.
7.3. Conventional cargo Cargo that exceeds the limits for pre-lashed consignments has to be loaded conventionally. These limits depend on a wide variety of factors and can be checked individually by Hapag-Lloyd. Every conventional consignment requires special treatment, so a special procedure is used for every booking at Hapag-Lloyd. Many people are involved in preparing and carrying out conventional shipments. Experts check whether or not the cargo can be loaded and if so how, formulating stowage proposals and lashing plans.
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The Hapag-Lloyd agencies in the ports where cargo is loaded and unloaded calculate the probable costs and clarify all details of cargo handling with the local companies. Hapag-Lloyd can offer reliable transport for most large and heavy items of cargo.
Some examples of types of cargo carried by Hapag-Lloyd are given below.
The press is placed on two flatracks. Sturdy square timber is put under the press on the flatracks to distribute the weight and prevent damage to the cargo or to the flatrack. Nylon belts have been used for lashing
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Loading a large ship propeller weighing 80 t. The propeller has a very small contact area, so robust steel bedding is used. Additional wooden supports are positioned under every propeller blade and steel wire or straps used for lashing
This transformer, weighing approx. 160 t, was placed on steel girders and lashed with chains
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8. Further information and contact addresses
Please visit our website: www.hapag-lloyd.com This is a very informative website providing addresses of sales offices, schedules and details of the ships and containers used by Hapag-Lloyd. Cargo can be booked online via our website. Our brochure “Container Specification” describes all container types used by HapagLloyd, giving exact dimensions and specifications. Further information on stowing containers is given at www.containerhandbuch.de. This is a very detailed website of the Association of the German Insurance Industry, providing a great deal of information in both German and English on packing, lashing, stowing, products and legal regulations. The International Maritime Organisation website www.imo.org also offers a lot of information and details of many regulations. Many publications are obtainable via this website. Disclaimer: While we assume that the information and content provided by us is true and correct, it may, nevertheless, contain errors or inaccuracies. Hapag-Lloyd does not assume any liability for the accuracy of the information and contents provided in the brochure, or for the consequences resulting from using the information and content provided in the brochure. Hapag-Lloyd does not guarantee or represent that said information and content is exhaustive. Claims as to the exhaustive nature of said information and content are excluded. The information and content is only provided for advertising purposes and is non-binding. No explicit or implied warranties or guarantees are made.
Hapag-Lloyd AG · Special Cargo Ballindamm 25 · 20095 Hamburg · Germany E-mail: lsop@hlag.com · Phone: +49 (0)40-3001-4453 · Fax: +49 (0)40-3001-4456 47
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Š Group Communications 04/2008
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Container Specification
Contents
page
Introduction
4
General Information
5
General Purpose Container
High Cube General Purpose Container
High Cube General Purpose Container
Hardtop Container
High Cube Hardtop Container
Open Top Container
2
yd
-Llo Hapag
yd
-Llo Hapag
yd
-Llo Hapag
yd
-Llo Hapag
yd
-Llo Hapag
20’ 40’
6 8
40’
10
45’
12
20’ 40’
14 17
40’
20
20’ 40’
23 26
page
Flat
20’
29
High Cube Flat
40’
31
Platform
20’ 40’
33 33
20’
35
20’
37
40’
40
20’
44
Ventilated Container
yd
-Llo Hapag
Refrigerated Container
yd
.. ................. ................................... ..
-Llo Hapag
... ... ...
High Cube Refrigerated Container
yd
................... ................................... ..
-Llo Hapag
... ... ... ...
Tank Container
Electric Plugs on Refrigerated Containers
45
Essential Conversion Factors
46
Container Size Type Codes
47 3
Introduction Hapag-Lloyd offer to their customers 6 basic types in 20’ and 40’ versions. With this wide range of standard and special containers we can provide you with the most suitable container for every product. This booklet gives technical data on all of the Hapag-Lloyd container fleet, such as dimensions weights design features All values listed in the tables are given in metric. Ft and lbs values are for easy reference only. All details listed are nominal figures. Apart from the tolerances given on internal dimensions on page 5 the tare weight can vary ± 2 %. In addition to the Hapag-Lloyd container fleet, we can employ a wide range of leased and partner carrier line equipment. This booklet only lists technical data. If you are looking for further advice or your special requirements are not yet satisfied, we are more than happy to assist you. Please call your nearest Hapag-Lloyd office or agent and let our experience work for you. For more product or company information, please visit our web site, which is frequently updated at. www.hapag-lloyd.com
4
General Information Internal Dimensions The internal dimensions and door openings of all Hapag-Lloyd containers exceed the below given ISO dimensions. However, the dimensions mentioned on the following pages are nominal figures. Because of production tolerances a difference in measurement is possible: Tolerances
Length
Maximum Difference
10 mm 10 mm 10 mm 3/8” 3/8” 3/8”
Width
Height
Maximum Gross Weights 20’ containers: 32500 kg (71650 lbs) valid for most Hapag-Lloyd 20’ containers; exceeds ISO minimum standards (ISO 668). 40’ containers: Up to 34 000 kg (74 959 lbs). Weight Limits for road and rail transport For individually valid limits contact your local Hapag-Lloyd office. Floor Loads A container floor is capable of carrying a fork-lift truck with a maximum axle load of 5 460 kg (12 040 lbs), if the contact area per wheel is at least 142 cm2 (22 sq.in) (ISO 1496/I).
Concentrated Loads Concentrated loads are loads, that are not distributed over the full length of floor, when stowing heavy cargo in containers other than flats or platforms due care has to be taken that concentrated loads will not exceed the strength of the bottom construction of the container. The maximum spreaded load should not exceed – for 20’ containers 4 ts per running meter in length (3’33/8”) still higher on request – for 40’containers 3 ts per running meter in length – load must not exceed over max. payload Gooseneck Tunnel on 40’ Containers All Hapag-Lloyd 40’ containers are fitted with a Gooseneck tunnel to enable the transport on Gooseneck chassis. Timber Treatment Exposed timber is treated according to Australian, Chinese and American requirements. Container Markings For easy identification Hapag-Lloyd containers are marked with HLCU- or HLXUprefix either. Containers built in 1997 or thereafter do also show the ISO Size Type Code. For further information please see page 47.
External and Minimum Internal Dimensions (according ISO) The following table gives the overall dimensions as standardized in ISO 668 and the minimum internal dimensions and door openings for General Purpose Containers as standardized in ISO 1496-1. Length
Width
Height
Dimensions
20’ 40’ 45’ 8’ 8’6” 9’6” 6 058 mm 12 192 mm 13 716 mm 2 438 mm 2 591 mm 2 896 mm
Minimum Internal Dimensions
5 867 mm 11 998 mm 13 532 mm 2 197 mm 44’43/4” 7’21/2” 19’3” 39’43/8”
Minimum Door Opening Dimensions
–
–
–
2 350 mm 2 655 mm 7’81/2” 8’81/2”
2 134 mm 2 261 mm 2 566 mm 7’ 7’5” 8’5” 5
General Purpose Container
20’
ISO Size Type Code: 22 G0 (22 G1)
Suitable for any general cargo. Containers may be equipped with linger bags suitable for bulk cargo, e.g. malt. Fork-lift pockets for loaded containers.
Various lashing devices on the top and bottom longitudinal rails and the corner posts. Lashing devices have a load of 1 000 kg (2 205 lbs) each.
Floor Height 170 mm - 5mm (Ground level to interior floor surface) 6
General Purpose Container Construction
20’
Inside Dimensions Length Width Height
Door Opening Width Height
mm ft
mm ft
mm ft
mm ft
mm ft
Max. Gross kg lbs
5 895 19’41/8”
2 350 7’81/2”
2 392 7’101/8”
2 340 7’81/8”
2 292 7’61/4”
30 480 67 200
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
2 250 4 960
28 230 62 240
33,2 1172
Hapag-Lloyd Serial Number
Footnote
8’6” high Steel container with corrugated walls and wooden floor
5 900 9’41/4” 5 895 19’41/8”
2 352 7’85/8” 2 350 7’81/2”
2 340 7’81/8” 2 338 7’8”
2 292 7’61/4” 2 292 7’61/4”
32 500 71 650 24 000 52 910
Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
5 886 19’33/4”
2 342 7’81/8”
2 388 7’10”
2 313 7’7”
5 886 19’33/4”
2 342 7’81/8”
2 388 7’10”
5 886 19’33/4”
2 342 7’81/8”
2 375 7’91/2”
Construction Length mm ft 8’6” high ISO Size Type Code: 22U6 Steel container with corrugated walls, wooden floor and removable steel roof
2 395 7’101/4” 2 385 7’97/8”
2 370 5 220 2 250 4 960 Weights Tare
30 130 66 430 21 750 47 950
33,2 1172 33,2 1172 Capacity
HLCU HLCU HLCU HLXU HLXU HLXU
1)
200 000 – 226 599 240 000 – 243 899 246 750 – 246 779 200 000 – 212 799 212 800 – 239 799 300 000 – 310 099
1) 2) 3) 1) 2) 3)
HLXU 310 100 – 337 999
1) 2) 3)
HLCU 227 000 – 229 499
1)
Hapag-Lloyd Serial Number
Footnote
kg lbs
Max. Payload kg lbs
m3 cu.ft
30 480 67 200
2 700 5 950
27 780 61 250
32,8 1160
HLCU 260 200 – 261 399 HLXU 365 000 – 366 299
4)
2 313 7’7”
30 480 67 200
2 700 5 950
27 780 61 250
32,8 1160
HLCU 261 400 – 261 799
4)
2 330 7’73/4”
30 480 67 200
2 590 5 710
27 890 61 490
32,8 1160
HLCU 261 800 – 261 999 HLCU 262 600 – 262 999
4)
Remarks: 1) 10 lashing rings on each top longitudinal rail; particularly suitable for the transport of hanging garments racks. 2) Provided with passive vents. ISO size type code: 22G1 3) Provided with extra lashing rings/bars for the transport of liner bags in the corner posts adjacent to the corner castings. 4) For special information please see 20’ Hard Top Container.
7
General Purpose Container
40’
ISO Size Type Code: 42 G0 (42 G1)
Suitable for any general cargo. Floor Height 170 mm - 5mm (Ground level to interior floor surface)
21 lashing rings on each top longitudinal particularly suitable for the transport of hanging garment equipment. Lashing devices have a permissible load of 1000 kg (2 205 lbs) each. 8
General Purpose Container Construction
40’
Inside Dimensions Length Width Height
Door Opening Width Height
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
mm ft
mm ft
mm ft
mm ft
mm ft
Max. Gross kg lbs
12 029 39’51/2”
2 350 7’81/2”
2 392 7’101/8”
2 340 7’81/8”
2 292 7’61/4”
30 480 67 200
3 780 8 330
26 700 58 870
67,7 2 390
HLCU 400 000 – 428 599 HLXU 400 000 – 449 999 HLXU 500 000 – 507 749
12 032 39’55/8”
2 352 7’85/8”
2 395 7’101/4”
2 340 7’81/8”
2 292 7’61/4”
32 500 71 650
4 030 8 885
28 470 62 765
677 2 390
HLXU 507 750 – 511 349
12 032
2 352
2 395
2 340
2 292
32 500
3 980
28 520
67,7
HLXU 511 350 – 525 799
Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
12 020 39’51/4”
2 342 7’81/8”
2 388 7’10”
2 313 7’7”
12 020 39’51/4”
2 342 7’81/8”
2 388 7’10”
12 020 39’51/4”
2 345 7’81/4”
2 380 7’95/8”
Footnote
8’6” high Steel container with corrugated walls and wooden floor
Construction Length mm ft 8’6” high ISO Size Type Code: 42U6 Steel container with corrugated walls, wooden floor and removable steel roof
Weights Tare
Capacity
Hapag-Lloyd Serial Number
1)
Footnote
kg lbs
Max. Payload kg lbs
m3 cu.ft
30 480 67 200
4 700 10 360
25 780 56 840
67,2 2 374
HLCU 462 100 – 462 399
3)
2 313 7’7”
30 480 67 200
4 700 10 360
25 780 56 840
67,2 2 374
HLCU 462 400 – 463 999 HLXU 465 000 – 466 249
3)
2 300 7’61/2”
30 480 67 200
4 700 10 360
25 780 56 840
65,3 2 306
HLXU 467 950 – 467 999
3)
3)
Remarks: 1) no passive vents. 3) Special information, please see 40’ Hard Top Container.
9
High Cube General Purpose Container
40’
ISO Size Type Code: 45 G0 (45 G1)
yd o l L apag
H
9’6” 2.9 m
Especially for voluminous cargo up to max. 2.70 m (8’101/4”) (see table).
Lashing devices have a permissible load of 1 000 kg (2 205 lbs) each.
Consider overheight for inland transportation
Numerous lashing devices on the top and bottom longitudinal rails and the corner posts.
Floor Height 170 mm - 5mm (Ground level to interior floor surface)
Provided with passive vents. ISO size type code: 45 G1 10
High Cube General Purpose Container Construction
Inside Dimensions Length Width Height
40’
Door Opening Width Height
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
mm ft
mm ft
mm ft
mm ft
mm ft
Max. Gross kg lbs
12 024 39’53/8”
2 350 7’81/2”
2 697 8’101/8”
2 340 7’81/8”
2 597 8’61/4”
30 480 67 200
4 020 8 860
26 460 58 340
76,3 2 694
HLCU 457 000 – 459 799 HLXU 450 000 – 459 899
12 032 39’55/8”
2 350 7’81/2”
2 699 8’101/4”
2 340 7’81/8”
2 597 8’61/4”
30 480 67 200
4 000 8 818
26 480 58 378
76,3 2 694
HLCU 453 800 – 454 999 HLXU 600 000 – 632 899
12 032 39’55/8”
2 352 7’85/8”
2 700 8’101/4”
2 340 7’81/8”
2 597 8’61/4”
32 500 71 650
4 010 8 840
28 490 62 810
76,3 2 694
HLXU 632 900 – 655 499
Footnote
9’6” high Steel container with corrugated walls and wooden floor
Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
12 020 39’51/4”
2 342 7’81/8”
2 693 8’10”
2 618 8’7”
12 020 39’51/4”
2 342 7’81/8”
2 693 8’10”
2 618 8’7”
Construction Length mm ft 9’6” high ISO Size Type Code: 45U6 Steel container with corrugated walls, wooden floor and removable steel roof
Weights Tare
Capacity
Hapag-Lloyd Serial Number
kg lbs
Max. Payload kg lbs
m3 cu.ft
30 480 67 200
4 900 10 803
25 580 56 394
75,8 2 677
HLXU 467 000 – 467 299
32 500 71 650
5 200 11 436
27 300 60 180
76,0 2 684
HLXU 665 000 – 666 049
Footnote
3) 3)
Remarks: 21 lashing rings on each top longitudinal rail; particularly suitable for the transport of hanging garment equipment. 3) Special information, please see 40’ High Cube Hard Top Container.
11
High Cube General Purpose Container
45’
ISO Size Type Code: (L5 GP (L5 G1)
oyd l L g Hapa
9’6” 2.9 m
Especially for voluminous cargo up to max. 2.70 m (8’101/4”) (see table).
Lashing devices have a permissible load of 1 000 kg (2 205 lbs) each.
10 Lashing rings on the top and bottom longitudinal rails. Total 40 piece.
Floor Height 170 mm - 5mm (Ground level to interior floor surface)
Units built with corner castings at 40 ft and 45 ft positions.
Consider overheight for inland transportation
Extended by lenght.
12
High Cube General Purpose Container Construction
Inside Dimensions Length Width Height
45’
Door Opening Width Height
Weights Tare
Capacity
mm ft
mm ft
mm ft
mm ft
mm ft
Max. Gross kg lbs
kg lbs
Max. Payload kg lbs
m3 cu.ft
13 532 44’43/4”
2 414 7’11”
2 694 8’10”
2 374 7’91/2”
2 585 8’53/4”
34 000 74 960
4 950 10 910
29 050 64 050
88,4 3 122
13 557 44’53/4”
2 353 7’85/8”
2 700 8’101/4”
2 340 7’81/8”
2 585 8’53/4”
30 420 67 064
4 820 10 626
25 660 56 570
86,1 3 041
Hapag-Lloyd Serial Number
Footnote
9’6” high Steel container with corrugated walls and wooden floor
UESU 482 601 – 483 100
UESU 483 751 – 484 750
Remarks: Provided with passive vents. ISO size type code: L5 G1
13
Hardtop Container
20’
ISO Size Type Code: 22 U6 This container type has been designed and developed by Hapag-Lloyd. It has especially been constructed for – heavy loads – high, and excessively high loads – loading, e. g. by crane, through roof opening and door side. Floor Height 170 mm - 5mm (Ground level to interior floor surface) With the roof removed and the doorheader swung out, it is much easier to load cargo using a crane via the door side. The steel roof of most series (please see footnote) is fitted with fork-lift rings so that it can be removed by using a forklift. The weight of the steel roof is approx. 450 kg (990 lbs). In case your cargo has overheight the roof sections can be lashed to a sidewall inside the container using only some 13 cm (5 1/8 ) of space. If required, we can provide disposable tarpaulins for the transport which can be fastened to the walls on the outside using lashing devices.
The hardtop container provides many lashing devices to fasten your goods. The lashing devices on the corner posts and on the longtudinal rails of the roof and floor are capable of bearing loads of up to 2,000 kg (4,410 lbs) each, and those in the middle of the side walls up to 500 kg (1,100 lbs) each. Lashing to the side walls can only be done after the roof has been closed.
By request, we can provide filler from top. Please contact our nearest HLCL office
Fork-lift pockets for loaded containers.
For further information please see page 16 and our brochure “Hardtop Design”.
Utilizable for bulk cargo.
This container type has been designed for heavy loads. Whilst considering the technical data (including the permissible spreaded load limitations) please bear in mind the prevalent weight restrictions for land transport.
14
Hardtop Container
20’ Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
5 886 19’33/4”
2 342 7’81/8”
2 388 7’10”
2 313 7’7”
30 480 67 200
5 886 19’33/4”
2 342 7’81/8”
2 388 7’10”
2 313 7’7”
5 886 19’33/4”
2 342 7’81/8”
2 375 7’91/2”
2 330 7’73/4”
Construction Length mm ft
Weights Tare
Capacity
Hapag-Lloyd Serial Number
Max. Payload kg lbs
m3 cu.ft
2 700 5 950
27 780 61 250
32,8 1160
HLCU 260 200 – 261 399 HLXU 365 000 – 365 649
30 480 67 200
2 700 5 950
27 780 61 250
32,8 1160
HLCU 261 400 – 261 799
30 480 67 200
2 590 5 710
27 890 61 490
32,8 1160
HLCU 261 800 – 261 999 HLCU 262 600 – 262 999
kg lbs
Footnote
8’6” high Steel container with corrugated walls, wooden floor and removable steel roof
2) 3) 4)
1)
Remarks: 1) Roof without hinged rings. 2) Provided with passive vents. ISO size type code: 22 U6 3) 10 lashing rings on each top longitudinal rail; particularly suitable for the transport of hanging garment equipment. 4) Provided with extra lashing rings/bars for the transport of liner bags in the corner post ad jacent to the corner castings.
Roof and door openings please see next page. 15
Roof and Door Openings of Hardtop Containers Roof Openings
Door Openings
Length
Width
B Between gusset plates mm ft
C
F
Max.
Max.
mm ft
5 590 18’4”
20’ Roof lashed to sidewall
Width
Height
Reduced Inside Width
Hapag-Lloyd Serial Number
H Between top rails mm ft
I Up to door header mm ft
K Up to top rail mm ft
Max.
Roof opening
Door opening
mm ft
G At door header mm ft
mm ft
mm ft
mm ft
2 208 7’27/8”
2 336 7’8”
1 896 6’25/8”
2 208 7’27/8”
2 276 7’55/8”
2 220 7’3/8”
2 209 7‘3”
2 142 7’1/4”
2 206 7’27/8”
HLCU 260 200 – 261 399 HLXU 365 000 – 366 299
5 590 18’4”
2 208 7’27/8”
2 336 7’8”
1 896 6’25/8”
2 208 7’27/8”
2 292 7’61/4”
2 220 7’3/8”
2 209 7’3”
2 142 7’1/4”
2 206 7’27/8”
HLCU 261 400 – 261 799
5 590 18’4”
2 208 7’27/8”
2 336 7’8”
1 896 6’25/8”
2 208 7’27/8”
2 280 7’53/4”
2 231 7’33/4”
2 215 7’31/8”
2 148 7’1/2”
2 212 7’3”
HLCU 261 800 – 261 999 HLCU 262 600 – 262 999
8’6” high
Roof Openings
Door Openings removable door header
B
G H
door
C I
K F
16
Hardtop Container
40’
ISO Size Type Code: 42 U6 This container type has been designed and developed by Hapag-Lloyd. The 40’ hardtop container has particularly been constructed for: – long loads which cannot be transported in the 20’ hardtop container – heavy loads – high and excessively high loads – loading, e. g. by crane, through roof opening and door side.
loyd L g a Hap
With the roof removed and the door header swung out, it is much easier to load cargo using a crane via the door side. Provided with lifting devices by forklift truck or crane. The weight of the single steel roof comes within the limits of approx. 450 kg (990 lbs). In case your cargo has overheight the roof sections can be lashed to a sidewall inside the container using only some 13 cm (5 1/8 ”) of space. Floor Height 170 mm - 5mm (Ground level to interior floor surface) If required, we can provide disposable tarpaulins for the transport which can
only be done after the roof has been closed.
be fastened to the walls on the outside using lashing devices. The hardtop container provides many lashing devices to fasten your goods. The lashing devices on the corner posts and on the longitudinal rails of the roof and floor are capable of bearing loads of up to 2,000 kg (4,410 lbs) each, and those in the middle of the side walls up to 500 kg (1,100 lbs) each. Lashing to the side walls can
The roof can easily be raised by about 70 mm (2 3/4), using the roof locking devices so that the door-header can be swung out without removing the roof. This container type has been designed for heavy loads. Whilst considering the technical data (including the permissible spreaded load limitations) please bear in mind the prevalent weight restrictions for land transport. For further information please see page 19 and our brochure “Hardtop Design”. 17
Hardtop Container
40' Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
12 020 39’51/4”
2 342 7’81/8”
2 388 7’10”
2 313 7’7”
30 480 67 200
12 020 39’51/4”
2 342 7’81/8”
2 388 7’10”
2 313 7’7”
12 020 39’51/4”
2 345 7’81/4”
2 380 7’95/8”
2 300 7’61/2”
Construction Length mm ft
Weights Tare
Capacity
Hapag-Lloyd Serial Number
Max. Payload kg lbs
m3 cu.ft
4 700 10 360
25 780 56 840
67,2 2374
HLCU 462 100 – 462 399
30 480 67 200
4 700 10 360
25 780 56 840
67,2 2374
HLCU 462 400 – 463 999 HLXU 465 000 – 466 249
30 480 67 200
4 700 10 360
25 780 56 840
65,3 2306
HLXU 467 950 – 467 999
kg lbs
Footnote
8’6” high Steel container with corrugated walls, wooden floor and removable steel roof
1)
Remarks: The 40’ hardtop has a removable turnbuckle positioned dead centre between both top rails. This may reduce the cargo height, if left in position and not stored. 1) Special design, roof locking clips.
Roof and door openings please see next page. 18
Roof and Door Openings of Hardtop Containers Roof Openings
Door Openings
Length
Width
B Between gusset plates mm ft
C
F
Max.
Max.
mm ft
11 724 38’51/2”
40’ Roof lashed to sidewall
Width
Height
Reduced Inside Width
Hapag-Lloyd Serial Number
H Between top rails mm ft
I Up to door header mm ft
K Up to top rail mm ft
Max.
Roof opening
Door opening
mm ft
G At door header mm ft
mm ft
mm ft
mm ft
2 208 7’27/8”
2 336 7’8”
1 896 6’25/8”
2 208 7’27/8”
2 292 7’61/4”
2 220 7’3/8”
2 209 7’3”
2 142 7’1/4”
2 206 7’27/8”
HLCU 462 100 – 462 399
11 724 38’51/2”
2 208 7’27/8”
2 336 7’8”
1 896 6’25/8”
2 208 7’27/8”
2 276 7’55/8”
2 220 7’3/8”
2 209 7’3”
2 142 7’1/4”
2 206 7’27/8”
HLCU 462 400 – 463 999 HLXU 465 000 – 466 249
11 724 38’51/2”
2 208 7’27/8”
2 334 7’77/8”
1 882 6’21/2”
2 208 7’27/8”
2 290 7’61/8”
2 125 6’115/8”
2 205 7’23/4”
2 102 6’103/4”
1 996 6’61/2”
HLXU 467 950 – 467 999
8’6” high
removable door header
B
G H
door
C
I
K F
Centre
“Attention” Reduced inside height due to adjust bar, in the centre ~ -160 mm
19
High Cube Hardtop Container
40’
ISO Size Type Code: 45 U6 This container type has been designed and developed by Hapag-Lloyd. The 40’ hardtop container has particularly been constructed for: – long loads which cannot be transported in the 20’ hardtop container – heavy loads – high and excessively high loads – loading, e. g. by crane, through roof opening and door side.
loyd L g a Hap
9’6”
With the roof removed and the door header swung out, it is much easier to load cargo using a crane via the door side. The roof can be removed by using a fork-lift. The weight of the steel roof is approx. 450 kg (990 lbs) each section. In case your cargo has overheight the roof sections can be lashed to a sidewall inside the container using only some 13 cm (5 1/8 ”) of space. Floor Height 170 mm - 5mm (Ground level to interior floor surface) If required, we can provide disposable tarpaulins for the transport which can
2.9 m be fastened to the walls on the outside using lashing devices. The hardtop container provides many lashing devices to fasten your goods. The lashing devices on the corner posts and on the longitudinal rails of the roof and floor are capable of bearing loads of up to 2,000 kg (4,410 lbs) each, and those in the middle of the side walls up to 500 kg (1,100 lbs) each. Lashing to the side walls can only be done after the roof has been closed.
The roof can easily be raised by about 70 mm (2 3/4), using the roof locking devices so that the door-header can be swung out without removing the roof. This container type has been designed for heavy loads. Whilst considering the technical data (including the permissible spreaded load limitations) please bear in mind the prevalent weight restrictions for land transport. For further information please see page 22 and our brochure “Hardtop Design”. 20
High Cube Hardtop Container
40’
Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
12 020 39’51/4”
2 342 7’81/8”
2 693 8’10”
2 618 8’7”
30 480 67 200
12 021 39’55/14”
2 346 7’83/8”
2 695 8’101/8”
2 620 8’71/8”
12 022 39’51/4”
2 346 7’83/8”
2 695 8’101/8”
2 620 8’71/8”
Construction Length mm ft
Weights Tare
Capacity
Hapag-Lloyd Serial Number
Max. Payload kg lbs
m3 cu.ft
4 900 10 803
25 580 56 394
75,8 2 677
HLXU 467 000 - 467 299
30 480 67 200
4 900 10 803
25 580 56 394
76,0 2 684
HLXU 665 000 - 665 199
32 500 72 650
5 200 11 470
27 300 60 180
76,0 2 684
HLXU 665 200 - 666 049
kg lbs
Footnote
9’6” high Steel container with corrugated walls, wooden floor and removable steel roof
Remarks: Roof with hinged rings for easy removal by a fork-lift truck. ISO size type code: 45 U6 18 lashing rings on each top longitudinal rail; particularly suitable for the transport of hanging garment equipment. The 40’ hardtop has a removable turnbuckle positioned dead centre between both top rails. This may reduce the cargo height, if left in position and not stored.
Roof and door openings please see next page. 21
Roof and Door Openings of Hardtop Containers Roof Openings
Door Openings
Length
Width
B Between gusset plates mm ft
C
F
Max.
Max.
mm ft
2 208 7’27/8” 2 212 7’27/8”
40’ Roof lashed to sidewall
Width
Height
Reduced Inside Width
Hapag-Lloyd Serial Number
H Between top rails mm ft
I Up to door header mm ft
K Up to top rail mm ft
Max.
Roof opening
Door opening
mm ft
G At door header mm ft
mm ft
mm ft
mm ft
2 336 7’8”
1 896 6’25/8”
2 208 7’27/8”
2 597 8’61/4”
2 525 8’33/8”
2 230 7’33/4”
2 163 7’11/8”
2 227 7’35/8”
HLXU 467 100 – 467 299
2 346 7’8”
1 957 6’25/8”
2 232 7’27/8”
2 581 8’61/4”
2 523 8’33/8”
2 230 7’33/4”
2 161 7’11/8”
2 227 7’35/8”
HLXU 665 000 – 666 049
9’6” high 11 724 38’51/2” 11 724 38’51/2”
removable door header
B
G H
door
C
I
K F
Centre
“Attention” internal height 2 541 mm when adjust bar inserted 22
Open Top Container
20’
ISO Size Type Code: (22 U1
Especially for – overheight cargo – loading from top side, e.g. by crane – loading from door side, e.g. with cargo hanging from overhead tackle Floor Height 170 mm - 5mm Ground level to interior floor surface) Door header can be swung out on all open top containers
If required, we can provide disposable tarpaulins. For fastening tarpaulins, lashing bars are available on the out side of the walls. Using one way tarpaulins requires the corner castings to be accessible.
the corner posts. Lashing devices have a permissible load of 1 000 kg (2 205 lbs) each. Dimensions of roof and door openings please see page 25.
Fork-lift pockets for loaded containers. Numerous lashing devices on the top and bottom longitudinal rails and 23
Open Top Container
20’ Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
5 888 19’33/4”
2 345 7’81/8”
2 365 7’9”
2 315 7’71/8”
30 480 67 200
5 897 19’41/8”
2 350 7’81/2”
2 377 7’91/2”
2 347 7’83/8”
5 895 19’41/8”
2 350 7’81/2”
2 380 7’95/8”
2 346 7’83/8”
Construction Length mm ft
Weights Tare
Capacity
Hapag-Lloyd Serial Number
Max. Payload kg lbs
m3 cu.ft
2 250 4 960
28 230 62 240
32,0 1 130
HLCU 264 600 – 264 899 HLXU 260 000 – 260 849
30 480 67 200
2 350 5 180
28 130 62 020
32,5 1 146
HLXU 260 850 – 261 599
32 500 71 650
2 250 4 960
30 250 66 690
32,5 1 114
HLXU 360 000 – 361 549
kg lbs
Footnote
8’6” high Steel container with corrugated walls, wooden floor and removable tarpaulin
1)
Remarks : 1) Concentrated load up increased from 4 tons per running meter in lenght (3’33/8”)
Roof and door openings please see next page. 24
Open Top Container
20’
A
removable door header
B
G
D
H
door m
C I
K F
Roof Openings
Door Openings
Length A Max. mm ft
B Between gusset plates mm ft
Width
Width C
mm ft
D Front between gussets mm ft
E Door between gussets mm ft
Max.
F
Height
mm ft
G At door header mm ft
H Between top rails mm ft
I Up to door header mm ft
K Up to top rail mm ft
Max.
Hapag-Lloyd Serial Number
8’6” high 5 415 17’91/8”
5 360 17’7”
2 205 7’23/4”
na na
1 880 6’2”
2 335 7’8”
1 880 6’2”
2 205 7’23/4”
2 280 7’53/4”
2 125 6’115/8”
HLCU 264 600 – 264 899 HLXU 260 000 – 260 849
5 439 18’4”
5 338 17’61/8”
2 230 7’33/4”
na na
1 902 6’27/8”
2 338 7(8)
1 902 6’27/8”
2 230 7’33/4”
2 280 7’53/4”
2 231 7’1”
HLXU 260 850 – 261 599
5 418 18’4”
5 338 17’61/8”
2 230 7’33/4”
na na
1 902 6’27/8”
2 338 7’8”
1 899 6’27/8”
2 230 7’33/4”
2 280 7’53/4”
2 231 7’1”
HLXU 360 000 – 361 549
25
Open Top Container
40’
ISO Size Type Code: (42 U1
Especially for – overheight cargo – loading from top side, e.g. by rane – loading from door side, e.g. with cargo hanging from overhead tackle Floor Height 170 mm - 5mm (Ground level to interior floor surface)
Door header can be swung out on all open top containers
Dimensions of roof and door openings please see page 28.
Numerous lashing devices on the top and bottom longitudinal rails and the corner posts. Lashing devices have a permissible load of 1 000 kg (2 205 lbs) each. 26
Open Top Container
40’ Inside Dimensions Height Width Middle Side mm mm mm ft ft ft
Max. Gross kg lbs
12 029 39’51/2”
2 342 7’81/8”
2 376 7’91/2”
2 326 7’71/2”
12 022 39’51/4”
2 345 7’81/8”
2 365 7’91/8”
12 030 39’55/8”
2 350 7’81/2”
12 029 39’51/2”
2 350 7’81/2”
Construction Length mm ft
Weights Tare
Capacity
Hapag-Lloyd Serial Number
kg lbs
Max. Payload kg lbs
m3 cu.ft
30 480 67 200
3 810 8 400
26 670 58 800
65,5 2 310
HLCU 461 200 – 461 499
2 315 7’71/8”
30 480 67 200
3 740 8 245
26 740 58 955
65,3 2 306
HLCU 461 500 – 461 749 HLXU 460 000 – 460 799
2 377 7’91/2”
2 347 7’83/8”
30 480 67 200
3 850 8 490
26 630 58 710
66,4 2 345
HLXU 460 800 – 462 119
2 380 7’95/8”
2 346 7’83/8”
32 500 71 650
4 050 8 929
28 450 62 721
66,8 2 359
HLXU 560 000 – 562 249
Footnote
8’6” high Steel container with corrugated walls, wooden floor and removable tarpaulin
Roof and door openings please see next page. 27
Roof and Door Openings of Open Top Containers Roof Openings
40’
Door Openings
Length
Width
Width
B
C
F
Height
G C+H Clearance Between between top header stubs rails mm mm ft ft
I Up to door header mm ft
Hapag-Lloyd Serial Number
K Up to top rail mm ft
mm ft
E Clearance between header stubs mm ft
11 544 37’101/2”
2 230 7’33/4”
1 885 6’21/8”
2 336 7’8”
1 885 6’21/8”
2 230 7’33/4”
2 280 7’53/4”
2 146 7’1/2”
HLCU 461 200 – 461 499
11 550 37’103/4”
2 205 7’23/4”
1 880 6’2”
2 335 7’8”
1 880 6’2”
2 205 7’23/4”
2 280 7’53/4”
2 125 6’115/8”
HLCU 461 500 – 461 749 HLXU 460 000 – 460 799
11 573 37’115/8”
2 210 7’3”
1 902 6’27/8”
2 338 7’8”
1 902 6’27/8”
2 210 7’3”
2 292 7’61/4”
2 131 6’117/8”
HLXU 460 800 – 462 119
11 552 37’103/4”
2 230 7’33/4”
1 777 5’10”
2 340 7’81/8”
1 777 5’10”
2 230 7’33/4”
2 276 7’53/4”
2 163 7’11/8”
mm ft
Max. mm ft
8’6” high
Roof Openings
HLXU 560 000 – 562 249
Door Openings
A
removable door header
B
G H m
C
door
D
I
K F
Centre
28
Flat – All Types
20’
ISO Size Type Code: 8’6” high (22 P3) (22 P8)
Especially for heavy loads and oversize cargo as well as project cargo. Fork-lift pockets for loaded containers. Numerous very strong lashing devices on the corner posts, longitudinal rails and on the floor or base ends. Lashing devices on the longitudinal rails have a permissible load of 2 000 kg up to 5 000 kg each.
Maximum payload can only be used if distributed over the total floor area of flatrack. If concentration of heavy load on a small part of floor area is required please contact your HapagLloyd partner office for stowage advice.
Collapsible flatracks, provided with spring assisted endwalls. Collapsible flatracks, provided with twistlocks to interlock 7 units into a 8’6” high pile.
Flats are delivered without stanchions. If stanchions are required please inform us upon booking. 29
Flat
20’ Inside Dimensions
Construction Length of floor
Weights Max. Gross
Tare
Max. Payload
kg lbs
kg lbs
kg lbs
Hapag-Lloyd Serial Number
Width of floor
mm ft
Length between posts mm ft
Flat/Platform with flushfolding endwalls and softwood floor
5 850 19’21/4”
5 638 18’6”
2 438 8’
2 208 7’27/8”
2 233 7’37/8”
370 1’21/2”
40 000 88 184
2 940 6 482
37 060 81 702
HLXU 368 000 – 368 499
Steelframe with collapsible endwalls and softwood floor
5 950 19’61/4”
5 675 18’73/8”
2 428 7’115/8”
2 213 7’31/8”
2 270 7’53/8”
316 1’3/8”
33 000 72 752
2 600 5 732
30 150 67 020
HLXU 268 000 – 268 149
Flat/Platform with flushfolding endwalls and softwood floor
6038 19’93/4”
5638 18’6”
2 435 7’117/8”
2 208 7’27/8”
2235 7’4”
370 1’21/2”
30 480 67 200
2 520 5 560
27 960 61 640
HLXU 268 500 – 268 599
6038 19’93/4”
5612 18’47/8”
2 438 8’
2 210 7’3”
2213 7’31/8”
370 1’21/2”
34 000 74 950
2 740 6 040
31 260 68 910
HLXU 268 600 – 269 399
mm ft
Width Height between floor to side rails top face mm mm ft ft
Height of bottom mm ft
Footnote
8’6” high
1)
Remarks: 1) ISO size type code: 22 P3
30
High Cube Flat
40’
ISO Size Type Code: (45 P8
9’6”
Especially for heavy loads and oversize cargo as well as project cargo. Extraordinary very strong frame design with folding endwalls which allow bracing and lashing as well as stacking. Collapsible flatracks, provided with twistlocks to interlock 4 units into a 8’6” high pile. Collapsible flatracks, provided with spring assisted endwalls. Used as “Tweendecks” in holds and on hatch coves for oversized cargoes.
2.9 m Numerous very strong lashing devices on longitudinal rails and base ends have a permissible load of 5 000 kg each. Gooseneck tunnel on both ends of all 40’ flats. The permissible payload of the flat depends on the resting length of the cargo onto the floor.
Maximum payload can only be used if distributed over the total floor area of the flatrack, if heavy loads are shorter, the payload is reduced. Hapag-Lloyd partner office will give stowage advice. Heavy cargo must rest on the main girder. Flats are delivered without stanchions. 31
High Cube Flat
40’ Inside Dimensions
Construction
Weights
Hapag-Lloyd Serial Number
Width of floor
Width between side rails
Height
mm ft
Length between corner posts mm ft
Height of bottom
mm ft
mm ft
mm ft
mm ft
kg lbs
kg lbs
kg lbs
12 060 39’63/4”
11 660 38’31/8”
2 365 7’91/8”
2 200 7’25/8”
2245 7’43/8”
648 2’11/2”
45 000 99 210
5 700 12 570
39 300 86 640
HLCU 468 400 – 468 599 HLXU 468 000 – 469 799
12 048 39’61/4”
11 652 38’3”
2 370 7’91/8”
2 200 7’25/8”
2 258 7’47/8”
648 2’11/2”
50 000 110 230
5 950 13 120
44 050 97 110
HLXU 668 000 – 668 699 HLXU 668 700 – 669 999
Length of floor
Max. Gross
Tare
Max. Payload
Footnote
9’6” high Steelframe with collapsible flushfolding endwalls – can be converted to a platform
1) 2)
Remarks: Timber treated according to Australien requirements. * Folds 4 into 2591 mm (8’6”). * ISO size type code: 45 P8 1) Upgrated 50 t 2) Lashing rings 17 each side
32
Flat-Collapsible and /or Convertible into a
Platform
20’/40’
ISO Size Type Code: according to Flat Series
Easy handling/transportation: 20’ interlocked pile of max. 7 units 40’ interlocked pile of max. 4 units Combined height of less than 2 591 mm 8’6”. Especially for heavy loads and oversized cargo. Strong bottom construction. Gooseneck tunnel on both ends of all 40’ platforms. Static load up to 85 000 kg as a 40’ foundation base. On request available
Other features please see comparatively flat series. Timber treated according to Australian requirements. Numerous very strong lashing devices.
Transport of heavy loads concentrated on a small load transfer area is possible. Special requirements for big and more heavy cargoes, please contact our special cargo department. Solution plans are already worked out or will be calculated. 33
Platform
20’/ 40’ Inside Dimensions
Construction
Length
Width
mm ft
mm ft
Height of bottom mm ft
Weights Max. Gross
Tare
Max. Payload
kg lbs
kg lbs
kg lbs
Hapag-Lloyd Serial Number
1’11/4” high Steel container with collapsible flushfolding endwalls – can be converted to a platform
20’ 6 058 20’
2 438 8’
370 1’29/16”
30 480 67 200
2 520 5 560
27 960 61 640
HLXU 268 500 – 268 599
1) 3) 4)
6 058 20’
2 438 8’
370 1’29/16”
34 000 74 950
2 740 6 040
31 260 68 910
HLXU 268 600 – 269 099
1) 3) 4)
6 058 20’
2 438 8’
370 1’29/16”
40 000 88 180
2 940 6 480
37 060 81 700
HLXU 368 000 – 368 499
1) 3) 4)
2) 5) 6) 7)
2) 5) 6) 7)
2’ high Steel container with collapsible flushfolding endwalls – can be converted to a platform
Footnote
40’ 12 192 40’
2 245 7’43/8”
648 2’11/2”
45 000 99 210
5 700 12 570
39 300 86 640
HLCU 468 400 – 468 599 HLXU 468 000 – 469 799
12 192 40’
2 245 7’43/8”
648 2’11/2”
50 000 110 230
5 950 13 120
44 050 97 110
HLXU 668 000 – 669 999
2) 5) 6) 7)
Remarks: 1) Fork-lift pockets. 2) Useable as a foundation base,static load up to 85.000 kg on request available. 3) Folds 7 into 2591 mm (8’6”). 4) ISO size type code: 22 P8. 5) Folds 4 into 2391 mm (8’6”). 6) Equipped with 2 gooseneck tunnels. 7) ISO size type code: 45 P8.
34
Ventilated Container
20’
ISO Size Type Code: 22 V0
yd o l L g Hapa
Especially for cargo which needs ventilation. Fork-lift pockets for loaded containers. Floor Height 170 mm - 5mm (Ground level to interior floor surfce)
Natural ventilation is provided by openings in top and bottom longitudinal rails. The labyrinth construction of these ventilation openings ensures weatherproofness.
Numerous lashing devices on the top and bottom longitudinal rails and the corner posts. Lashing devices have a permissible load of 1000 kg (2205 lbs) each.
35
Ventilated Container Construction
20’
Inside Dimensions Length Width Height
Door Opening Width Height
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
mm ft
mm ft
mm ft
mm ft
mm ft
Max. Gross kg lbs
5 888 19’33/4”
2 325 7’71/2”
2 392 7’101/8”
2 334 7’77/8”
2 290 7’61/8”
30 480 67 200
2 400 5 290
28 080 61 910
33 1167
HLCU 255 500 – 256 999 HLXU 250 000 – 250 599
5 895 19’41/8”
2 321 7’73/8”
2 392 7’101/8”
2 340 7’81/8”
2 292 7’61/4”
30 480 67 200
2 490 5 490
27 990 61 710
33 1167
HLXU 250 600 – 251 749
Footnote
8’6” high Steel container with corrugated walls and wooden floor
2) 3)
Remarks: 10 lashing rings on each top longitudinal rail; particularly suitable for the transport of hanging garments racks. 2) Provided with extra lashing rings/bars for the transport of liner bags in the corner posts adjacent to the corner castings. 3) ISO size type code: 22 V0
36
Refrigerated Container (Temperature Controlled Container)
20’
ISO Size Type Code: 22 R1 (22 R9)
State of the art insulation factors.
......... ................ . ....
Container available for set points as low as –35° C.
yd o l L g Hapa
.. ......... .
De-humidification option available. Cold treatment available (USDA). 20’ Boxes with up to 29.9 qm capacity. Controlled fresh-air supply with up to 280 qm/h. ATO-DLO certification for flowerbulk. Integrated datalogger storing temperatures and events hourly. Low power consumption. Only environmental friendly refrigerants used. Dedicated equipment for non-foodstuff cargoes.
Other series solely for foodstuff cargoes. Please note maximum stowage height in below table and as indicated by red line inside the container in order to ensure proper air circulation. Voltages: 380 V/50 Hz to 460 V/60 Hz Technical specification and illustration of electric plugs see page 44.
The Container is designed to maintain the setpoint temperature. All cargo shall be pre-cooled to match the required in transit temperature. Especially for cargo which needs controlled temperatures above or below freezing point. Suitable for clip-on generators Freshair recording available 37
Refrigerated Container
20’
Containers are available for set points as low as -35° C and up to +30° C, please contact your local Hapag-Lloyd office for availability.
Construction Length mm ft
Inside Dimensions Width Height Max. stow. Height mm mm mm ft ft ft
Door Opening Width Height mm ft
mm ft
Max. Gross kg lbs
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
Footnote
8’6” high Steelframe, 5 479 Sandwich walls 17’115/8”
2 286 7’6”
2 257 7’47/8”
2 157 7’7/8”
2 286 7’6”
2 220 7’33/8”
30 480 67 200
3 160 6 970
27 320 60 230
28,3 999
HLCU 270 521 – 271 070 HLCU 170 000 – 170 149
5 459 17’107/8”
2 295 7’63/8”
2 268 7’51/4”
2 168 7’13/8”
2 291 7’61/8”
2 259 7’47/8”
30 480 67 200
3 050 6 720
27 430 60 480
28,4 1003
HLCU 271 071 – 271 220
5 448 17’101/2”
2 290 7’61/8”
2 264 7’51/8”
2 164 7’11/8”
2 286 7’6”
2 260 7’5”
30 480 67 200
3 060 6 750
27 420 60 450
28,3 999
HLCU 271 221 – 271 470 HLXU 170 500 – 170 649
5)
5 534 18’17/8”
2 316 7’71/8”
2 331 7’73/4”
2 231 7’33/4”
2 316 7’71/8”
2 290 7’61/8”
30 480 67 200
3 030 6 680
27 450 60 520
29,9 1056
HLXU 270 000 – 270 499 HLXU 171 000 – 171 149
3) 5)
5 529 18’15/8”
2 316 7’71/8”
2 331 7’73/4”
2 290 7’61/8”
2 316 7’71/8”
2 290 7’61/8”
30 480 67 200
2 960 6 530
27 520 60 670
29,9 1056
HLXU 270 500 – 270 699
3) 4)
5 535 18’17/8”
2 284 7’57/8”
2 270 7’53/8”
2 224 7’31/2”
2 290 7’61/8”
2 264 7’51/8”
30 480 67 200
2 942 6 490
27 538 60 710
28,7 1014
HLXU 370 000 – 370 849
3) 4)
5)
3)
Remarks: 3) Prepared for being equipped with additional cargo temperature sensors (USDA). 4) De-humidification option installed. 5) Not to be used for foodstuffs. ISO size type code: 22 R9
38
Refrigerated Container
20’
Containers are available for set points as low as -35° C and up to +30° C, please contact your local Hapag-Lloyd office for availability.
Construction Length mm ft
Inside Dimensions Width Height Max. stow. Height mm mm mm ft ft ft
Door Opening Width Height mm ft
mm ft
Max. Gross kg lbs
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
Footnote
8’6” high Steelframe, 5 452 Sandwich walls 17’105/8”
2 293 7’61/4”
2 252 7’45/8”
2 152 7’3/4”
2 290 7’61/8”
2 265 7’51/8”
30 480 67 200
3 160 6 970
27 320 60 230
28,3 999
HLXU 370 850 – 371 049
3) 4)
5 450 17’107/8”
2 284 7’63/8”
2 267 7’51/4”
2 167 7’13/4”
2 291 7’61/8”
2 259 7’47/8”
30 480 67 200
3 050 6 720
27 430 60 480
28,4 1003
HLXU 371 050 – 371 249
3) 4)
5 450 2 284 17’107/8” 7’63/8”
2 267 7’51/4”
2 221 7’37/16”
2 291 7’61/8”
2 259 7’47/8”
30 480 67 200
2 905 6 400
27 575 60 800
28,2 997
HLXU 371 250 – 372 299
3) 4)
Remarks: 3) Prepared for being equipped with additional cargo temperature sensors (USDA). 4) De-humidification option installed.
39
Refrigerated Container (Temperature Controlled Container)
40’
ISO Size Type Code: (45 R1 High Cube 42 R9)
State of the art insulation factors. Container available for set points as low as –35° C.
...... ............. ......
yd o l L apag
H
.. .........
De-humidification option available. Cold treatment available (USDA). Controlled fresh-air supply with up to 280 qm/h. ATO-DLO certification for flowerbulk. Integrated datalogger storing temperatures and events hourly.
AFAM on request available.
Low power consumption.
The Container is designed to maintain the set point temperature.
Only use of environmental friendly refrigerants.
The cargo shall be pre-cooled to match all required in transit temperature.
Dedicated equipment for chemical/ non-foodstuff cargoes.
Especially for cargo which needs constant temperatures above or below freezing point.
Other series solely for foodstuff cargoes.
Suitable for Clip-on generator.
Please note maximum stowage height in below table and as indicated by red line inside the container in order to ensure proper air circulation. Voltages 380 V/50 Hz to 460 V/60 Hz Technical specification and illustration of electric plugs see page 44. Freshair recording available 40
High Cube Refrigerated Container
40’
Containers are available for set points as low as -35° C and up to +30° C, please contact your local Hapag-Lloyd office for availability.
Construction Length mm ft 8’6” high non foodstuff Steelframe, 11 563 Sandwich walls 37’111/4”
Inside Dimensions Width Height Max. stow. Height mm mm mm ft ft ft
Door Opening Width Height mm ft
mm ft
Max. Gross kg lbs
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
2 294 7’61/4”
2 261 7’5”
2 161 7’1”
2 288 7’6”
2 188 7’21/8”
30 480 67 200
4 600 10 140
29 400 64 820
60,0 2120
HLXU 770 000 – 770 149
11 643 38’2”
2 288 7’61/8”
2 498 8’23/8”
2 378 7’95/8”
2 288 7’61/8”
2 517 8’31/8”
30 480 67 200
4 180 9 220
26 300 57 980
66,5 2348
HLCU 475 000 – 475 299
11 575 37’115/8”
2 294 7’61/4”
2 560 8’43/4”
2 440 8’
2 286 7’6”
2 570 8’51/8”
32 500 71 650
4 300 9 480
28 200 62 170
68,0 2400
HLCU 476 000 – 476 499 HLCU 477 200 – 477 499
11 568 37’113/8”
2 290 7’61/8”
2 509 8’23/4”
2 389 7’10”
2 290 7’61/8”
2 473 8’13/8”
32 480 71 600
4 240 9 350
28 240 62 250
66,4 2345
HLCU 477 000 – 477 199
11 580 37’117/8”
2 288 7’61/8”
2 498 8’23/8”
2 378 7’95/8”
2 288 7’61/8”
2 517 8’31/8”
30 480 67 200
4 180 9 220
26 300 57 980
66,2 2370
HLCU 477 500 – 477 999 HLCU 478 700 – 478 799
11 580 37’117/8”
2 290 7’61/8”
2 513 8’3”
2 393 7’101/4”
2 290 7’61/8”
2 522 8’31/4”
30 480 67 200
4 180 9 220
26 300 57 980
67,0 2370
HLCU 478 000 – 478 399
11 580 37’117/8”
2 286 7’6”
2 528 8’31/2”
2 408 7’103/4”
2 286 7’6”
2 545 8’41/8”
30 480 67 200
4 000 8 820
26 480 58 380
67,0 2366
HLCU 478 400 – 478 599
11 580 37’117/8”
2 286 7’6”
2 515 8’3”
2 395 7’101/4”
2 286 7’6”
2 535 8’33/4”
30 480 67 200
4 150 9 150
26 330 58 050
67,0 2366
HLCU 478 600 – 478 699
Footnote
9’6” high Steelframe, Sandwich walls
1) 2) 1)
Remarks: 1) On request upgraded to max payload 34 000 kg availeble. 2) Prepared for being equipped with additional cargo temperature sensors (USDA). 41
High Cube Refrigerated Container
40’
Containers are available for set points as low as -35° C and up to +30° C, please contact your local Hapag-Lloyd office for availability.
Construction Length mm ft
Inside Dimensions Width Height Max. stow. Height mm mm mm ft ft ft
Door Opening Width Height mm ft
mm ft
Max. Gross kg lbs
Weights Tare
Capacity
kg lbs
Max. Payload kg lbs
m3 cu.ft
Hapag-Lloyd Serial Number
Footnote
9’6” high 2)
2 295 7’63/8”
2 550 8’43/8”
2 425 7’111/2”
2 290 7’61/8”
2 560 8’43/4”
30 480 67 200
4 640 10 230
25 840 56 970
67,8 2 394
HLXU 475 000 – 475 299 HLXU 476 000 – 476 649
11 585 38’
2 290 7’61/8”
2 525 8’33/8”
2 405 7’105/8”
2 290 7’61/8”
2 490 8’2”
34 000 74 950
4 190 9 240
29 810 65 710
67,0 2 366
HLXU 475 300 – 475 749
11 577 37’113/4”
2 286 7’6”
2 525 8’33/8”
2 400 7’101/2”
2 286 7’6”
2 490 8’2”
34 000 74 950
4 110 9 060
28 890 65 900
66,8 2 366
HLXU 476 650 – 477 999
11 577 37’113/4”
2 286 7’6”
2 532 8’35/8”
2 407 7’103/4”
2 294 7’61/4”
2 550 8’43/8”
34 000 74 950
4 190 9 240
29 810 65 710
67,0 2 366
HLXU 475 750 – 475 984 HLXU 478 000 – 478 599
11 583 38’
2 286 7’6”
2 532 8’35/8”
2 412 7’11”
2 294 7’61/4”
2 550 8’43/8”
34 000 74 950
4 120 9 080
29 880 65 870
67,0 2 366
HLXU 478 600 – 478 999
11 595 38’1/2”
2 296 7’63/8”
2 542 8’4”
2 402 7’101/2”
2 294 7’61/4”
2 550 8’43/8”
34 000 74 950
4 190 9 230
29 810 65 720
67,7 2 390
HLXU 670 000 – 670 399
11 595 38’1/2”
2 296 7’63/8”
2 542 8’4”
2 402 7’101/2”
2 294 7’61/4”
2 550 8’43/8”
34 000 74 950
4 150 9 150
29 850 65 609
66,8 2 359
HLXU 670 400 – 672 899
3)
11 578 37’113/4”
2 280 7’53/4”
2 525 8’33/8”
2 400 7’101/2”
2 276 7’55/8”
2 471 8’11/4”
34 000 74 960
4 240 9 348
29 760 65 609
66,8 2 359
HLXU 672 900 – 673 399
3)
Steelframe, 11 578 Sandwich walls 37’113/4”
2)
Remarks: Prepared for being equipped with additional cargo temperature sensors (USDA). 2) On request upgraded to max payload 32 800 kg availeble. 3) De-humidification option installed. 42
High Cube Refrigerated Container
40’
Containers are available for set points as low as -35° C and up to +30° C, please contact your local Hapag-Lloyd office for availability.
Inside Dimensions Width Height Max. stow. Height mm mm mm ft ft ft
Door Opening Width Height mm ft
mm ft
Max. Gross kg lbs
2 280 7’63/8”
2 525 8’43/8”
2 405 7’105/8”
2 290 7’61/8”
2 530 8’43/4”
11 585 38’1/8”
2 290 7’61/8”
2 525 8’33/8”
2 405 7’105/8”
2 290 7’61/8”
11 577 37’117/8”
2 286 7’6”
2 525 ‘8(33/8”
2 405 7’105/8”
11 580 37’117/8”
2 290 7’61/8”
2 543 8’41/8”
11 580 37’117/8”
2 290 7’61/8”
11 578 37’113/4” 11 580 37’117/8”
Construction Length mm ft
Weights Tare
Capacity
Hapag-Lloyd Serial Number
Footnote
kg lbs
Max. Payload kg lbs
m3 cu.ft
34 000 74 960
4 200 9 260
29 800 65 697
66,8 2 359
HLXU 673 400 – 673 649
3)
2 490 8’2”
34 000 74 960
4 190 9 240
29 810 65 710
67,0 2 366
HLXU 673 650 – 674 549
3)
2 286 7’6”
2 490 8’2”
34 000 74 960
4 110 9 060
28 890 65 900
66,8 2 66
HLXU 674 550 – 674 699
3)
2 423 7’113/8”
2 294 7’61/4”
2 550 8’43/8”
34 000 74 950
4 550 10 031
29 450 64 925
67,44 2 381
HLXU 674 700 – 675 199
3)
2 540 8’4”
2 420 7’111/4”
2 290 7’61/4”
2 569 8’43/8”
34 000 74 960
4 430 9 770
29 570 65 170
67,36 2 380
HLXU 675 200 – 676 099
3)
2 280 7’63/8”
2 525 8’33/8”
2 405 7’105/8”
2 276 7’55/8”
2 535 8’33/4”
34 000 74 960
4 300 9 480
29 700 65 477
66,7 2 356
HLXU 676 100 – 676 599
3)
2 290 7’61/8”
2 540 8’4”
2 420 7’111/4”
2 290 7’55/8”
2 569 8’11/4”
34 000 74 960
4 460 9 833
29 540 65 609
67,36 2 359
HLXU 676 600 – 678 499
3)
9’6” high Steelframe, 11 578 Sandwich walls 37’113/4”
Remarks: Prepared for being equipped with additional cargo temperature sensors (USDA). 3) De-humidification option installed.
43
Tank Container
20’
ISO Size Type Codes: (20 T5 = 8’ high 22 T0 = 8’6” high (22 T5 / 22 T6)
Hapag-Lloyd provides tank containers which are approved to the highest standards. Depending on the characteristics of the products to be carried the requirements vary. Hapag-Lloyd offer their services on operational, technical and regulatory questions. Separate tank fleets are available for: FOODSTUFFS, e. g.: – Alcohols – Fruit juices – Edible oils – Food additives CHEMICAL PRODUCTS, e. g.: – Flammables – Oxidising agents – Toxic substances – Corrosives Tanks must be filled to not less than 80 % of their capacity to avoid dangerous surge/swell during transport.
Tanks must not be filled to 100% of their capacity. Sufficient ullage space shall be left – which must be determined depending on the thermal expansion of the product to be carried. Certain dangerous products must be carried in tanks having no openings below the surface level of the liquid. Such tanks must be discharged through a syphon pipe by either pressure or pumping.
National road/rail weight limitations have to be maintained when arranging land transports. For the cleaning of tanks and disposal of residues tariff rules apply. Tanks moving in a dedicated service are exempted from such rules until the dedication is terminated. For more details please contact your nearest Hapag-Lloyd office or agent and let our experience work for you. 44
Electric Plugs on Refrigerated Containers Depending on power sources refrigerated containers are equipped with 1 or 2 plugs 380 V/ 50 Hz to 460 V/ 60 Hz (32 A). 200 V/ 50 Hz to 220 V/ 60 Hz (60 A). There are fixed cables with a length of 15 m (49 ft).
380/460 V plugs:
200/220 V plugs:
4poles according to CEE.
4poles.
According to ISO 1496-2 annex M.
According to ISO 1496-2 annex O.
Earth contact in 3hr position according to socket.
Position of earth contact according to illustration.
Earth Contact
Earth Contact
Couplings for adapters are available. Adapters are subject to corresponding safety regulations.
all series
some series
45
Essential Conversion Factors MULTIPLY NUMBER OF Inches/in/) Feet/ft/( Millimetres/mm Metres/m Sq. Metres/m Sq. Feet/ft Cu. Feet/ft Cu. Metres/m Litres Cu. Feet/ft Litres U.S. Gallons Litres U.K. Gallons U.K. Gallons U.S. Gallons Kilograms/kg Pounds/lb Long Tons (2240 lb) Tonnes (1000 Kg) Bar PSI Inches HG PSI Kg/sq. cm PSI Kg/sq. cm Bar Kg/sq. cm Inches HG Degrees Fahrenheit Degres Celsius (Centigrade)
BY 25.4 0.3048 0.0394 3.281 10.7639 0.0929 0.0283 35.315 0.0353 28.317 0.2642 3.785 0.22 4.5461 1.2001 0.8327 2.2046 0.4536 1.01605 0.9842 14.504 0.06895 0.4912 2.036 14.223 0.0703 0.9807 1.02 28.976 0.0345 5/9, after subtracting 32 9/5, and add 32
TO OBTAIN EQUIVALENT NUMBER OF Millimetres/mm Metres/m Inches/in/) Feet/ft/( Sq. Feet/ft Sq. Metres/m Cu. Metres/m Cu. Feet/ft Cu. Feet/ft Litres U.S. Gallons Litres U.K. Gallons Litres U.S. Gallons U.K. Gallons Pounds/lb Kilograms/kg Tonnes (2204.62 lb) Long Tons (1016.05 Kg) PSI Bar PSI Inches HG PSI Kg/sq. cm Bar Kg/sq. cm Inches HG Kg sq. cm Degrees Celsius (Certigrade) Degrees Fahrenheit
+ 30
°C °F + 85
+ 86
+ 80 + 25
+ 20
+ 75 + 70 + 65
+ 15
+ 60 + 55
+ 10
+ 50 + 45
+5
+ 40 + 35 + 32 + 30
0
–5
+ 25 + 20
– 10
+ 15 + 10
– 15
+5 0
– 20
–5 – 10
– 25
– 30
– 15 – 20
46
Container Size Type Codes according to ISO 6346 Hapag-Lloyd owned and longterm leased container types
Size (LxH)
Type
20’x8” 20’x8’6”
General Purpose General Purpose
20’x8’6”
General Purpose (Fantainer)
20’x8’6” 20’x8’6” 20’x8’6” 20’x8’6” 20’x1’11/4” 20’x8’ 20’x8’6” 20’x8’6” 20’x8’6” 20’x8’6” 20’x8’6” 20’x8’ 20’x8’6” 40’x8’6”
Ventilated Bulk Open Top Hardtop Platform Flat (fixed ends) Flat (fixed ends) Flat (collapsible) Flat (coll., flush folding) Refrigerated Refrigerated (no foodstuffs) Insulated Tank (non-dangerous liquids) General Purpose
40’x9’6”
High Cube GP
40’x8’6” 40’x8’6” 40’x9’6” 40’x2’ 40’x8’6” 40’x8’6” 40’x8’6” 40’x9’6” 40’x9’6” 40’x8’6” 40’x8’6” 40’x8’6” 40’x9’6” 40’x9’6” 40’x8’6” 45’x9’6”
Open Top Hardtop High Cube Hardtop Platform Flat (fixed ends) Flat (collapsible) Flat (coll., flush folding) Flat (collapsible) Flat (coll., flush folding) Refrigerated Refrigerated (diesel genset) Refrigerated (no foodstuffs) Refrigerated Refrigerated (no foodstuffs) Insulated High Cube Cont.
ISO Type Group
ISO Size Type
1 20GP 22GP 22GP 22VH 22VH 22VH 22BU 22UT 22UP * 29PL 20PF 22PF 22PC 22PC 22RT 22RC * 20HR 22TN 42GP 42GP 45GP 45GP 42UT 42UP * 45UP * 49PL 42PF 42PC 42PC 45PC 45PC 42RT 42RS 42RC * 45RT 45RC * 42HR L5GP
2 20G0 22G0 22G1 22V2 22V3 * 22V0 22B0 22U1 22U6* 29P0 21P1 22P1 22P3 22P8 * 22R1 22R9 * 20H0 22T0 42G0 42G1 45G0 45G1 42U1 42U6 * 45U6 * 49P0 42P1 42P3 42P8 * 45P3 45P8 * 42R1 42R3 42R9 * 45R1 45R9 * 42H0 L5G1
ISO Type Group di * 1a
ISO Size Type di * 2a
22V2
22UT
22U1
22P3 22RT
22R1
42UT 45UT
42U1 45U1
42P3 45P3
42RS
42R3
45RT
45R1
**) Some Types/Groups in columns “1” and “2” are marked as non-ISO. “* ” means ISO spares codes have been used. If official ISO codes are required for data interchange (di) pls use entries in columns “1a”and “2a”.
Hapag-Lloyd Container Line · Container service · 20079 Hamburg · Germany 47
40907_1_UM_HL_Specification.qxd
16.11.2005
12:44 Uhr
Seite 2
November 2005