Digitale brochure de container

CONTAINERPACKING

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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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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


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 pro-

curement 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 net-

work provides more than 80 liner services calling at all major world ports. We are con-

stantly expanding our fleet to meet our customers’ growing requirements, and current-

ly 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.

1. Introduction


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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 cran-

able 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 transpor-

ted 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


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 move-

ments. 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=9.81m/s2). The accelera-

tion may be higher than indicated during short impacts or vibrations.

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up to 1,0 g

up to 1,0 g

up to 0,6 g

up to 0,6 g

up to 1,5 g

up to 1,5 g

2. Stresses during transport

Potential acceleration during road transport


2.2. Climatic stressesGoods 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 tempe-

ratures 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

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up to 4,0 g

up to 4,0 g

up to 0,4 g

up to 0,4 g

up to 0,4 g

up to 0,5 g

up to 0,5 g

up to 1,0 g

up to 2,0 g

up to 1,0 g

up to 0,4 gup to 0,8 g

up to 0,4 gup to 0,8 g

up to 1,0 g

Potential acceleration during rail transport

Potential acceleration during sea transport


Condensation water on roof, dry bag already completely soaked

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, discolou-

ration, 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 in-

crease as a result of the spontaneous heating of the cargo.

2.3. Biological stressesHigh 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 certifi-

cate confirming that the timber used is free of insects.

2.4. Chemical stressesChemical 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.


3.1. Weight limits and weight distribution in standard containersThe 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 30,480kg.

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.comIn 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 short-

er, or stands on a shorter length on the floor, the permitted load is lower. A maximum

floor load is 4.5t per running metre for a 20' container and 3t 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 10t, supporting length 4m, 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.

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BA

3. Preparations for container transport

Design of a standard container floor and wooden beams required for bedding heavy cargo


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 Min. width of wooden beam 10cm 15cm

B Min. transverse distance container 40cm 40cm

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 1m.

If the cargo exceeds the weight limits, it must be loaded on flatracks, which are con-

tainers 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 regu-

lations, 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) max. 5,460kg

Contact area per tyre min. 142cm2

Width of tyre min. 18cm

Wheel spacing (on one axis) min. 76cm

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Lengthened support for better weight distribution


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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' 40'

Lengthwise max. 60cm max. 90 cm

from centre of container

Transverse direction in centre of container

Height below or at half height of container

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 0.6 times permitted loading

End wall and door 0.4 times permitted loading

Roof 300kg at surface of 60 x 30cm

3.2. Stowage planningThere 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


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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 pro-

cess.

3.4. General rules for packing a containerCargo 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


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. card-

board 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; other-

wise 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 containersThere 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 trans-

verse 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, For fastening ropes, plastic straps, metal brackets,

roof and floor longitudinal quick-acting locks, etc. (for load restrictions, see

beams or rings in floor “Container Specification”).

Corrugation in side walls For securing cargo lengthwise.

Timber lying crosswise can be wedged

in the corrugation.

Corner posts Chocking heavy items of cargo

to prevent horizontal slipping.

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3.6. General rules for securing cargoWhen 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 en-

tire 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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Lashing points in a standard container on the roof edge, at the corner post and small vents for air-pressure equalisation


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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.

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.


3.7. Checking containers before loadingEvery container shipped on international routes must have a valid CSC plate, as pro-

vided in accordance with the International Convention on Safe Containers, dated

02.12.1972.

All Hapag-Lloyd containers display this plate.

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.

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CSC plate of a 20' standard container


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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 loadingThe 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.


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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 containersAfter 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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4.1. Protection against moistureMoisture 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'con-

tainers 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

4. Protection against climatic influences


21

Grip, Non-Sweat paper, Sweatking). Plastic sheets are not suitable for this. Moisture-

absorbing 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. 500g of absorbing material is required for 1m3 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 containersHapag-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 pre-

set 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


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 250m3 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


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 suffi-

ciently robust to carry the stack weight and protect the contents, and must be

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

Max. cargo height is indicated by a red line


24

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 (0.04% to 21%) is prescribed and thus the oxygen content of the air is auto-

matically reduced. After the target level has been achieved by the natural ripening pro-

cess, 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.


25

5.1. General commentsVarious 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. PalletsPallets 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 secur-

ing material or pallets.

The maximum permissible height of the container can frequently not be used if the pal-

lets 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 planksA 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 con-

tainers 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

5. Material for securing cargo


26

1m, as the timber bends upwards at its ends, and thus does not transfer the weight to

the outermost points.

5.2.3. Steel girdersSteel 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 materialLashing 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 break-

ing 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 ropesFibre ropes are made from natural products such as hemp, manila or sisal, or from syn-

thetic 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 break-

ing load and are, therefore, used only to secure lighter cargo, such as tarpaulins, cars,

drums or light cases.


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 beltsThe 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 import-

ant 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 clipsSteel 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 diam-

eter 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.

27


28

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 arrange-

ments are illustrated below. A minimum of four wire clips must be used.

Correct lashing arrangement. The steel wire is twisted to increase the friction

Not recommended configuration of wire clipsand wire ends. They can be used, but only withlower calculated strength

Insufficient number of wire clips; this configuration is not permitted

Best and recommended configuration

Wire clips


29

5.3.5. ChainsChains 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 materialA very simple and useful method for securing cargo against sliding forwards or side-

ways 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 trans-

ferred.

5.4.1. AirbagsWhen, 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.


30

6.1. Cartons, crates and wooden casesThe 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 distrib-

uted. 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 pres-

sure 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.

6. Stowing and securing various types of cargo

Cartons stowed with positive fit Sofas stowed with positive fit


Only door securing is recommended. This prevents cargo falling out when the con-

tainer door is opened by the recipient.

6.2. Palletised cargoThe achievable capacity utilisation of a container depends on the dimensions of the pal-

lets. 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 ade-

quately 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

31


32

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 stabil-

ity 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 con-

tainer. Various packing patterns are possible.

The size and structure of the packing for the motorcycles correspond with container dimensions

Pattern “Full” Pattern “A” Pattern “B”


The following formulae can be used for calculating the possible number of rows length-

wise:

Pattern Full and A: n = L Pattern B: n = L + L – DD 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 balesIncorrect 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


34

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.

6.5. Rolls and coilsIf 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.

Carpets protected by jute sacks on loading


35

6.5.1. Eye to skyLighter 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 lengthwiseIf 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 acrossWith this configuration, the floor is stressed to the full on account of the very short con-

tact 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


36

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.

Steel coil secured on a Coil-Trainer cradle


37

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


38

6.7. Vehicles All types of vehicle, from cars to road-building machines, can be transported on con-

tainerships. 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 glassBecause 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 A-

frames. 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 skinsThese 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 con-

taminates 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


39

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 cir-

cumstances, 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 freightBulk 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 con-

veyor 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 cargoThis 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


40

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 animalsHapag-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.


41

7.1. General commentsCargo 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 cargoHapag-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 con-

signments. The exact details are obtainable from our loading specialists.

The decision on whether or not an item of cargo has excess dimensions or what equip-

ment 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 stand-

ard 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.

7. Oversized and heavy cargo


42

Cargo with excess length can be carried on platforms, which are flatracks with collaps-

ible 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 containersSecuring 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 length-

wise.

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 vari-

ous lashing methods are illustrated below. It is possible to chock very effectively length-

wise against the corner posts. Wooden wedges, nailed on the wooden floor of the flat-

racks, must not be used, as these are mostly not adequate and damage the floor.


43

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.

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.

Wooden wedges just nailed down to securecargo against movement lengthwise are NOTsufficient

Horizontal square timber must be placedbetween the cargo and the corner posts tochock the cargo

Square timber BeddingWooden wedge Corner postof flatrack

Flatrack Flatrack Flatrack

Lashing just over the cargo is NOT sufficient. The cargocan slip sideways

Cross lashing is effective if there are lashing eyes onthe cargo


44

Flatrack Steel profile with anglesLashing

Crate

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 cargoCargo that exceeds the limits for pre-lashed consignments has to be loaded conven-

tionally. These limits depend on a wide variety of factors and can be checked individual-

ly 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 stow-

age proposals and lashing plans.

Cargo with excess width, secured with a steel profile with angles against slipping sideways


45

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


Loading a large ship propeller weighing 80t. 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. 160t, was placed on steel girders and lashed with chains

46


47

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 Hapag-

Lloyd, 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 infor-

mation and details of many regulations. Many publications are obtainable via this web-

site.

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 con-

tents provided in the brochure, or for the consequences resulting from using the infor-

mation 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: [email protected] · Phone: +49 (0)40-3001-4453 · Fax: +49 (0)40-3001-4456

8. Further information and contact addresses


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42106_1_BR_Contain_Titel_engl.qxd 24.04.2008 12:28 Uhr Seite 1

Container Specification

40907_1_UM_HL_Specification.qxd 16.11.2005 12:44 Uhr Seite 3

Contents page

Introduction 4

General Information 5

General Purpose Container 20’ 640’ 8

High Cube 40’ 10General Purpose Container

High Cube 45’ 12General Purpose Container

Hardtop Container 20’ 1440’ 17

High Cube 40’ 20Hardtop Container

Open Top Container 20’ 2340’ 26

2

Hapag-Lloyd

Hapag-Lloyd

Hapag-Lloyd

Hapag-Lloyd

Hapag-Lloyd

page

Flat 20’ 29

High Cube Flat 40’ 31

Platform 20’ 3340’ 33

Ventilated Container 20’ 35

Refrigerated Container 20’ 37

High Cube 40’ 40Refrigerated Container

Tank Container 20’ 44

Electric Plugs on Refrigerated Containers 45

Essential Conversion Factors 46

Container Size Type Codes 47

3

Hapag-Lloyd

........................................................

..................

Hapag-Lloyd

........................................................

..................

Hapag-Lloyd

4

IntroductionHapag-Lloyd offer to their customers6 basic types in 20’ and 40’ versions. Withthis wide range of standard and specialcontainers we can provide you with themost suitable container for every product.

This booklet gives technical data on all ofthe Hapag-Lloyd container fleet, such as

dimensions

weights

design features

All values listed in the tables are given inmetric. Ft and lbs values are for easy ref-erence only.

All details listed are nominal figures.Apart from the tolerances given oninternal dimensions on page 5 the tareweight can vary ± 2 %.

In addition to the Hapag-Lloyd containerfleet, we can employ a wide range ofleased and partner carrier line equipment.

This booklet only lists technical data.If you are looking for further advice or yourspecial requirements are not yet satisfied,we are more than happy to assist you.Please call your nearest Hapag-Lloydoffice or agent and let our experience workfor you.

For more product or company information,please visit our web site, which is fre-quently updated at.

www.hapag-lloyd.com

5

General InformationConcentrated LoadsConcentrated loads are loads, that are notdistributed over the full length of floor,when stowing heavy cargo in containersother than flats or platforms due care hasto be taken that concentrated loads willnot exceed the strength of the bottomconstruction of the container.The maximum spreaded load should notexceed

– for 20’ containers 4 ts per running meterin length (3’33/8”) still higher on request

– for 40’containers 3 ts per running meterin length

– load must not exceed over max. payload

Gooseneck Tunnel on 40’ ContainersAll Hapag-Lloyd 40’ containers are fittedwith a Gooseneck tunnel to enable thetransport on Gooseneck chassis.

Timber TreatmentExposed timber is treated according toAustralian, Chinese and American require-ments.

Container MarkingsFor easy identification Hapag-Lloyd con-tainers are marked with HLCU- or HLXU-prefix either. Containers built in 1997 orthereafter do also show the ISO Size TypeCode. For further information please seepage 47.

Internal DimensionsThe internal dimensions and door open-ings of all Hapag-Lloyd containers exceedthe below given ISO dimensions. However,the dimensions mentioned on the follow-ing pages are nominal figures. Because ofproduction tolerances a difference in mea-surement is possible:

Maximum Gross Weights

20’ containers:32500 kg (71650 lbs) valid for mostHapag-Lloyd 20’ containers; exceeds ISOminimum standards (ISO 668).

40’ containers:Up to 34 000 kg (74 959 lbs).

Weight Limits for road and rail transportFor individually valid limits contact yourlocal Hapag-Lloyd office.

Floor LoadsA container floor is capable of carrying a fork-lift truck with a maximum axle loadof 5 460 kg (12 040 lbs), if the contact areaper wheel is at least 142 cm2 (22 sq.in) (ISO 1496/I).

External and Minimum Internal Dimensions (according ISO)The following table gives the overall dimensions as standardized in ISO 668 and theminimum internal dimensions and door openings for General Purpose Containers asstandardized in ISO 1496-1.

Tolerances Length Width Height

Maximum 10 mm 10 mm 10 mmDifference 3/8” 3/8” 3/8”

Length Width Height

20’ 40’ 45’ 8’ 8’6” 9’6”Dimensions 6 058 mm 12192 mm 13 716 mm 2 438 mm 2 591 mm 2 896 mm

Minimum 5 867 mm 11 998 mm 13 532 mm 2 197 mm 2 350 mm 2 655 mmInternalDimensions 19’3” 39’43/8” 44’43/4” 7’21/2” 7’81/2” 8’81/2”

Minimum 2 134 mm 2 261 mm 2 566 mmDoor Opening – – –Dimensions 7’ 7’5” 8’5”

General Purpose Container 20’

ISO Size Type Code: 22 G0(22 G1)

6

Suitable for any general cargo.

Containers may be equipped withlinger bags suitable for bulk cargo,e.g. malt.

Fork-lift pockets for loaded containers.

Floor Height 170 mm - 5mm(Ground level to interior floor surface)

Various lashing devices on the topand bottom longitudinal rails and thecorner posts.

Lashing devices have a load of1000 kg (2 205 lbs) each.

5 886 2 342 2 388 2 313 30 480 2 700 27 780 32,819’33/4” 7’81/8” 7’10” 7’7” 67 200 5 950 61 250 1160

5 886 2 342 2 388 2 313 30 480 2 700 27 780 32,819’33/4” 7’81/8” 7’10” 7’7” 67 200 5 950 61 250 1160

5 886 2 342 2 375 2 330 30 480 2 590 27 890 32,819’33/4” 7’81/8” 7’91/2” 7’73/4” 67 200 5 710 61 490 1160

Construction Inside Dimensions Weights CapacityLength Width Height Max. Tare Max.

Middle Side Gross Payloadmm mm mm mm kg kg kg m3

ft ft ft ft lbs lbs lbs cu.ft

Construction Inside Dimensions Door Opening Weights CapacityLength Width Height Width Height Max. Tare Max.

Gross Payloadmm mm mm mm mm kg kg kg m3

ft ft ft ft ft lbs lbs lbs cu.ft

7


8’6” high

Hapag-Lloyd Foot-Serial noteNumber

Steel container with 5 895 2 350 2 392 2 340 2 292 30 480 2 250 28 230 33,2corrugated walls and 19’41/8” 7’81/2” 7’101/8” 7’81/8” 7’61/4” 67 200 4 960 62 240 1172wooden floor

5 900 2 352 2 395 2 340 2 292 32 500 2 370 30 130 33,29’41/4” 7’85/8” 7’101/4” 7’81/8” 7’61/4” 71 650 5 220 66 430 1172

5 895 2 350 2 385 2 338 2 292 24 000 2 250 21 750 33,219’41/8” 7’81/2” 7’97/8” 7’8” 7’61/4” 52 910 4 960 47 950 1172

HLCU 200 000 – 226 599 1)HLCU 240 000 – 243 899HLCU 246 750 – 246 779HLXU 200 000 – 212 799HLXU 212 800 – 239 799 1) 2) 3)HLXU 300 000 – 310 099 1) 2) 3)

HLXU 310 100 – 337 999 1) 2) 3)

HLCU 227 000 – 229 499 1)

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: 22G13) 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.

8’6” high ISO Size Type Code: 22U6


HLCU 260 200 – 261 399 4)HLXU 365 000 – 366 299

HLCU 261 400 – 261 799 4)

HLCU 261 800 – 261 999 4)HLCU 262 600 – 262 999

Steel container withcorrugated walls,wooden floor andremovable steel roof



8

Suitable for any general cargo.


21 lashing rings on each top longitudi-nal particularly suitable for the trans-port of hanging garment equipment.Lashing devices have a permissibleload of 1000 kg (2 205 lbs) each.

12 020 2 342 2 388 2 313 30 480 4 700 25 780 67,239’51/4” 7’81/8” 7’10” 7’7” 67 200 10 360 56 840 2 374

12 020 2 342 2 388 2 313 30 480 4 700 25 780 67,239’51/4” 7’81/8” 7’10” 7’7” 67 200 10 360 56 840 2 374

12 020 2 345 2 380 2 300 30 480 4 700 25 780 65,339’51/4” 7’81/4” 7’95/8” 7’61/2” 67 200 10 360 56 840 2 306

12 029 2 350 2 392 2 340 2 292 30 480 3 780 26 700 67,739’51/2” 7’81/2” 7’101/8” 7’81/8” 7’61/4” 67 200 8 330 58 870 2 390

12 032 2 352 2 395 2 340 2 292 32 500 4 030 28 470 67739’55/8” 7’85/8” 7’101/4” 7’81/8” 7’61/4” 71 650 8 885 62 765 2 390

12 032 2 352 2 395 2 340 2 292 32 500 3 980 28 520 67,7


HLCU 400 000 – 428 599 1)HLXU 400 000 – 449 999 HLXU 500 000 – 507 749

HLXU 507 750 – 511 349

HLXU 511 350 – 525 799

Steel container withcorrugated walls andwooden floor

9

Remarks:1) no passive vents.3) Special information, please see 40’ Hard Top Container.

HLCU 462 100 – 462 399 3)

HLCU 462 400 – 463 999 3)HLXU 465 000 – 466 249 3)

HLXU 467 950 – 467 999 3)





8’6” high







High Cube General Purpose Container 40’


Hapag-Lloyd

10

9’6”2.9 m

Especially for voluminous cargo up tomax. 2.70 m (8’101/4”) (see table).

Numerous lashing devices on the topand bottom longitudinal rails and thecorner posts.

Lashing devices have a permissibleload of 1000 kg (2 205 lbs) each.


Consider overheight for inlandtransportation

Provided with passive vents. ISO sizetype code: 45 G1

12 020 2 342 2 693 2 618 30 480 4 900 25 580 75,839’51/4” 7’81/8” 8’10” 8’7” 67 200 10 803 56 394 2 677

12 020 2 342 2 693 2 618 32 500 5 200 27 300 76,039’51/4” 7’81/8” 8’10” 8’7” 71 650 11 436 60 180 2 684

12 024 2 350 2 697 2 340 2 597 30 480 4 020 26 460 76,339’53/8” 7’81/2” 8’101/8” 7’81/8” 8’61/4” 67 200 8 860 58 340 2 694

12 032 2 350 2 699 2 340 2 597 30 480 4 000 26 480 76,339’55/8” 7’81/2” 8’101/4” 7’81/8” 8’61/4” 67 200 8 818 58 378 2 694

12 032 2 352 2 700 2 340 2 597 32 500 4 010 28 490 76,339’55/8” 7’85/8” 8’101/4” 7’81/8” 8’61/4” 71 650 8 840 62 810 2 694


9’6” high

HLCU 457 000 – 459 799HLXU 450 000 – 459 899

HLCU 453 800 – 454 999HLXU 600 000 – 632 899

HLXU 632 900 – 655 499

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.

Steel containerwith corrugatedwalls and woodenfloor

11

HLXU 467 000 – 467 299 3)

HLXU 665 000 – 666 049 3)












ISO Size Type Code: (L5 GP(L5 G1)

Hapag-Lloyd

12

9’6”2.9 m

Especially for voluminous cargo up tomax. 2.70 m (8’101/4”) (see table).

10 Lashing rings on the top and bot-tom longitudinal rails. Total 40 piece.

Units built with corner castings at40 ft and 45 ft positions.

Lashing devices have a permissibleload of 1000 kg (2 205 lbs) each.


Consider overheight for inlandtransportation

Extended by lenght.

13 532 2 414 2 694 2 374 2 585 34 000 4 950 29 050 88,444’43/4” 7’11” 8’10” 7’91/2” 8’53/4” 74 960 10 910 64 050 3 122

13 557 2 353 2 700 2 340 2 585 30 420 4 820 25 660 86,144’53/4” 7’85/8” 8’101/4” 7’81/8” 8’53/4” 67 064 10 626 56 570 3 041


UESU 482 601 – 483 100

UESU 483 751 – 484 750

Remarks:Provided with passive vents. ISO size type code: L5 G1


13

9’6” high





Hardtop Container 20’

ISO Size Type Code: 22 U6

This container type has been designedand 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.


With the roof removed and the door-header swung out, it is much easier toload cargo using a crane via the door side.

The steel roof of most series (pleasesee footnote) is fitted with fork-liftrings so that it can be removed byusing a forklift. The weight of the steelroof is approx. 450 kg (990 lbs).

In case your cargo has overheight theroof sections can be lashed to a side-wall inside the container using onlysome 13 cm (5 1/8) of space.

If required, we can provide disposabletarpaulins for the transport which can be fastened to the walls on the outsideusing lashing devices.

The hardtop container provides manylashing devices to fasten your goods.

The lashing devices on the corner postsand on the longtudinal rails of the roofand floor are capable of bearing loadsof up to 2,000 kg (4,410 lbs) each, andthose in the middle of the side wallsup to 500 kg (1,100 lbs) each. Lashingto the side walls can only be doneafter the roof has been closed.


Utilizable for bulk cargo.

By request, we can provide filler fromtop. Please contact our nearest HLCLoffice

This container type has been designedfor heavy loads. Whilst considering thetechnical data (including the permissi-ble spreaded load limitations) pleasebear in mind the prevalent weightrestrictions for land transport.

For further information please seepage 16 and our brochure “HardtopDesign”.

14

5 886 2 342 2 388 2 313 30 480 2 700 27 780 32,819’33/4” 7’81/8” 7’10” 7’7” 67 200 5 950 61 250 1160

5 886 2 342 2 388 2 313 30 480 2 700 27 780 32,819’33/4” 7’81/8” 7’10” 7’7” 67 200 5 950 61 250 1160

5 886 2 342 2 375 2 330 30 480 2 590 27 890 32,819’33/4” 7’81/8” 7’91/2” 7’73/4” 67 200 5 710 61 490 1160


HLCU 260 200 – 261 399HLXU 365 000 – 365 649 2) 3) 4)

HLCU 261 400 – 261 799

HLCU 261 800 – 261 999 1)HLCU 262 600 – 262 999

Remarks:1) Roof without hinged rings.2) Provided with passive vents. ISO size type code: 22 U63) 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




8’6” high


Width Height

F G H I KAt Between Up to Up to

Max. door top door topheader rails header rail

mm mm mm mm mmft ft ft ft ft

5 590 2 20818’4” 7’27/8”

5 590 2 20818’4” 7’27/8”

5 590 2 20818’4” 7’27/8”

Length Width

B CBetweengusset Max.platesmm mm

ft ft

Roof and Door Openings of Hardtop Containers 20’

Reduced Inside Width

Max. Roof Dooropening opening

mm mm mmft ft ft

Hapag-LloydSerialNumber

Roof Openings Door Openings Roof lashed to sidewall

2 336 1 896 2 208 2 276 2 2207’8” 6’25/8” 7’27/8” 7’55/8” 7’3/8”

2 336 1 896 2 208 2 292 2 2207’8” 6’25/8” 7’27/8” 7’61/4” 7’3/8”

2 336 1 896 2 208 2 280 2 2317’8” 6’25/8” 7’27/8” 7’53/4” 7’33/4”

2 209 2 142 2 2067‘3” 7’1/4” 7’27/8”

2 209 2 142 2 2067’3” 7’1/4” 7’27/8”

2 215 2 148 2 2127’31/8” 7’1/2” 7’3”

8’6” high

16

B

C

do

or

Roof Openings Door Openings

removabledoor header

I

G

H

F

K

HLCU 260 200 – 261 399HLXU 365 000 – 366 299

HLCU 261 400 – 261 799

HLCU 261 800 – 261 999HLCU 262 600 – 262 999



Hapag-Lloyd

17


The 40’ hardtop container has particularly been constructed for:– long loads which cannot be trans-

ported in the 20’ hardtop container– heavy loads– high and excessively high loads– loading, e.g. by crane, through roof


With the roof removed and the doorheader swung out, it is much easier to load cargo using a crane via the door side.

Provided with lifting devices by fork-lift truck or crane. The weight of thesingle steel roof comes within thelimits of approx. 450 kg (990 lbs).

In case your cargo has overheight theroof sections can be lashed to a side-wall inside the container using onlysome 13 cm (5 1/8”) of space.


If required, we can provide disposabletarpaulins for the transport which can

be fastened to the walls on the outsideusing lashing devices.

The hardtop container provides manylashing devices to fasten your goods.The lashing devices on the cornerposts and on the longitudinal rails ofthe roof and floor are capable of bear-ing loads of up to 2,000 kg (4,410 lbs)each, and those in the middle of theside walls up to 500 kg (1,100 lbs)each. Lashing to the side walls can

only be done after the roof has beenclosed.

The roof can easily be raised by about70 mm (2 3/4), using the roof lockingdevices so that the door-header can be swung out without removing the roof.


For further information please see page19 and our brochure “Hardtop Design”.

12 020 2 342 2 388 2 313 30 480 4 700 25 780 67,239’51/4” 7’81/8” 7’10” 7’7” 67 200 10 360 56 840 2374

12 020 2 342 2 388 2 313 30 480 4 700 25 780 67,239’51/4” 7’81/8” 7’10” 7’7” 67 200 10 360 56 840 2374

12 020 2 345 2 380 2 300 30 480 4 700 25 780 65,339’51/4” 7’81/4” 7’95/8” 7’61/2” 67 200 10 360 56 840 2306

Hardtop Container 40'

HLCU 462 100 – 462 399

HLCU 462 400 – 463 999HLXU 465 000 – 466 249

HLXU 467 950 – 467 999 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.



18




8’6” high


Width Height




Length Width


ft ft




mm mm mmft ft ft



2 336 1 896 2 208 2 292 2 2207’8” 6’25/8” 7’27/8” 7’61/4” 7’3/8”

2 336 1 896 2 208 2 276 2 2207’8” 6’25/8” 7’27/8” 7’55/8” 7’3/8”

2 334 1 882 2 208 2 290 2 1257’77/8” 6’21/2” 7’27/8” 7’61/8” 6’115/8”

2 209 2 142 2 2067’3” 7’1/4” 7’27/8”

2 209 2 142 2 2067’3” 7’1/4” 7’27/8”

2 205 2 102 1 9967’23/4” 6’103/4” 6’61/2”

HLCU 462 100 – 462 399

HLCU 462 400 – 463 999HLXU 465 000 – 466 249

HLXU 467 950 – 467 999

11 724 2 20838’51/2” 7’27/8”

11 724 2 20838’51/2” 7’27/8”

11 724 2 20838’51/2” 7’27/8”

C

B

Centre

do

or


I

G

H

F

K

“Attention” Reduced inside height due to adjust bar, in the centre ~ -160 mm

19

8’6” high


The 40’ hardtop container has particularly been constructed for:– long loads which cannot be trans-

ported in the 20’ hardtop container– heavy loads– high and excessively high loads– loading, e.g. by crane, through roof


With the roof removed and the doorheader 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) eachsection.

In case your cargo has overheight theroof sections can be lashed to a side-wall inside the container using onlysome 13 cm (5 1/8”) of space.


If required, we can provide disposabletarpaulins for the transport which can

be fastened to the walls on the outsideusing lashing devices.

The hardtop container provides manylashing devices to fasten your goods.The lashing devices on the cornerposts and on the longitudinal rails ofthe roof and floor are capable of bear-ing loads of up to 2,000 kg (4,410 lbs)each, and those in the middle of theside walls up to 500 kg (1,100 lbs)each. Lashing to the side walls canonly be done after the roof has beenclosed.

The roof can easily be raised by about70 mm (2 3/4), using the roof lockingdevices so that the door-header can be swung out without removing the roof.


For further information please see page22 and our brochure “Hardtop Design”.

High Cube Hardtop Container 40’


Hapag-Lloyd

20

9’6”2.9 m

Remarks:Roof with hinged rings for easy removal by a fork-lift truck.ISO size type code: 45 U618 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.


High Cube Hardtop Container 40’

12 020 2 342 2 693 2 618 30 480 4 900 25 580 75,839’51/4” 7’81/8” 8’10” 8’7” 67 200 10 803 56 394 2 677

12 021 2 346 2 695 2 620 30 480 4 900 25 580 76,039’55/14” 7’83/8” 8’101/8” 8’71/8” 67 200 10 803 56 394 2 684

12 022 2 346 2 695 2 620 32 500 5 200 27 300 76,039’51/4” 7’83/8” 8’101/8” 8’71/8” 72 650 11 470 60 180 2 684

HLXU 467 000 - 467 299

HLXU 665 000 - 665 199

HLXU 665 200 - 666 049

21




9’6” high



Width Height




Length Width


ft ft




mm mm mmft ft ft



9’6” high

22

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B

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do

or


I

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K

“Attention” internal height 2 541 mm when adjust bar inserted

2 336 1 896 2 208 2 597 2 5257’8” 6’25/8” 7’27/8” 8’61/4” 8’33/8”

2 346 1 957 2 232 2 581 2 5237’8” 6’25/8” 7’27/8” 8’61/4” 8’33/8”

2 230 2 163 2 2277’33/4” 7’11/8” 7’35/8”

2 230 2 161 2 2277’33/4” 7’11/8” 7’35/8”

HLXU 467 100 – 467 299

HLXU 665 000 – 666 049

11 724 2 20838’51/2” 7’27/8”

11 724 2 21238’51/2” 7’27/8”

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 - 5mmGround level to interior floor surface)

Door header can be swung out on allopen top containers

If required, we can provide disposabletarpaulins. For fastening tarpaulins,lashing bars are available on the outside of the walls. Using one way tarpaulins requires the corner castingsto be accessible.


Numerous lashing devices on the topand bottom longitudinal rails and

the corner posts. Lashing deviceshave a permissible load of 1000 kg(2 205 lbs) each.

Dimensions of roof and dooropenings please see page 25.

23


HLCU 264 600 – 264 899HLXU 260 000 – 260 849

HLXU 260 850 – 261 599

HLXU 360 000 – 361 549 1)

Steel container withcorrugated walls,wooden floor andremovable tarpaulin

24

5 888 2 345 2 365 2 315 30 480 2 250 28 230 32,019’33/4” 7’81/8” 7’9” 7’71/8” 67 200 4 960 62 240 1 130

5 897 2 350 2 377 2 347 30 480 2 350 28 130 32,519’41/8” 7’81/2” 7’91/2” 7’83/8” 67 200 5 180 62 020 1 146

5 895 2 350 2 380 2 346 32 500 2 250 30 250 32,519’41/8” 7’81/2” 7’95/8” 7’83/8” 71 650 4 960 66 690 1 114


Remarks :1) Concentrated load up increased from 4 tons per running meter in lenght (3’33/8”)




8’6” high



25

B

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A

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m


I

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5 415 5 360 2 205 na 1 88017’91/8” 17’7” 7’23/4” na 6’2”

5 439 5 338 2 230 na 1 90218’4” 17’61/8” 7’33/4” na 6’27/8”

5 418 5 338 2 230 na 1 90218’4” 17’61/8” 7’33/4” na 6’27/8”

2 335 1 880 2 205 2 280 2 1257’8” 6’2” 7’23/4” 7’53/4” 6’115/8”

2 338 1 902 2 230 2 280 2 2317(8) 6’27/8” 7’33/4” 7’53/4” 7’1”

2 338 1 899 2 230 2 280 2 2317’8” 6’27/8” 7’33/4” 7’53/4” 7’1”

HLCU 264 600 – 264 899HLXU 260 000 – 260 849

HLXU 260 850 – 261 599

HLXU 360 000 – 361 549

8’6” high

Width Height




Length Width

A B C D EBetween Front Door

Max. gusset Max. between betweenplates gussets gussets





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


Door header can be swung out on allopen top containers

Numerous lashing devices on the top and bottom longitudinal rails and the corner posts. Lashing devices have a permissible load of 1000 kg(2 205 lbs) each.

Dimensions of roof and door openings please see page 28.

26


12 029 2 342 2 376 2 326 30 480 3 810 26 670 65,539’51/2” 7’81/8” 7’91/2” 7’71/2” 67 200 8 400 58 800 2 310

12 022 2 345 2 365 2 315 30 480 3 740 26 740 65,339’51/4” 7’81/8” 7’91/8” 7’71/8” 67 200 8 245 58 955 2 306

12 030 2 350 2 377 2 347 30 480 3 850 26 630 66,439’55/8” 7’81/2” 7’91/2” 7’83/8” 67 200 8 490 58 710 2 345

12 029 2 350 2 380 2 346 32 500 4 050 28 450 66,839’51/2” 7’81/2” 7’95/8” 7’83/8” 71 650 8 929 62 721 2 359

HLCU 461 200 – 461 499

HLCU 461 500 – 461 749HLXU 460 000 – 460 799

HLXU 460 800 – 462 119

HLXU 560 000 – 562 249

Steel container withcorrugated walls,wooden floor andremovable tarpaulin

27





8’6” high


Roof and Door Openings of Open Top Containers 40’

11 544 2 230 1 885 37’101/2” 7’33/4” 6’21/8”

11 550 2 205 1 880 37’103/4” 7’23/4” 6’2”

11 573 2 210 1 90237’115/8” 7’3” 6’27/8”

11 552 2 230 1 77737’103/4” 7’33/4” 5’10”

2 336 1 885 2 230 2 280 2 1467’8” 6’21/8” 7’33/4” 7’53/4” 7’1/2”

2 335 1 880 2 205 2 280 2 1257’8” 6’2” 7’23/4” 7’53/4” 6’115/8”

2 338 1 902 2 210 2 292 2 1317’8” 6’27/8” 7’3” 7’61/4” 6’117/8”

2 340 1 777 2 230 2 276 2 1637’81/8” 5’10” 7’33/4” 7’53/4” 7’11/8”

HLCU 461 200 – 461 499

HLCU 461 500 – 461 749HLXU 460 000 – 460 799

HLXU 460 800 – 462 119

HLXU 560 000 – 562 249

8’6” high

Width Height

F G C+H I KClearance Between Up to Up to

Max. between top door topheader stubs rails header rail


Length Width

B C EClearancebetween

header stubsmm mm mmft ft ft



28

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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.


Numerous very strong lashing deviceson the corner posts, longitudinal railsand on the floor or base ends. Lashingdevices on the longitudinal rails have apermissible load of 2 000 kg up to5 000 kg each.

Maximum payload can only be usedif distributed over the total floor areaof flatrack. If concentration of heavyload on a small part of floor area isrequired please contact your Hapag-Lloyd partner office for stowageadvice.

Flats are delivered without stanchions.If stanchions are required pleaseinform us upon booking.

Collapsible flatracks, provided withspring assisted endwalls.

Collapsible flatracks, provided withtwistlocks to interlock 7 units into a8’6” high pile.

29

Construction Inside Dimensions Weights

Length Length Width Width Height Height Max. Tare Max.of floor between of floor between floor to of Gross Payload

posts side rails top face bottommm mm mm mm mm mm kg kg kgft ft ft ft ft ft lbs lbs lbs

Flat 20’

8’6” high


5 850 5 638 2 438 2 208 2 233 370 40 000 2 940 37 06019’21/4” 18’6” 8’ 7’27/8” 7’37/8” 1’21/2” 88 184 6 482 81 702

5 950 5 675 2 428 2 213 2 270 316 33 000 2 600 30 15019’61/4” 18’73/8” 7’115/8” 7’31/8” 7’53/8” 1’3/8” 72 752 5 732 67 020

6038 5638 2 435 2 208 2235 370 30 480 2 520 27 96019’93/4” 18’6” 7’117/8” 7’27/8” 7’4” 1’21/2” 67 200 5 560 61 640

6038 5612 2 438 2 210 2213 370 34 000 2 740 31 26019’93/4” 18’47/8” 8’ 7’3” 7’31/8” 1’21/2” 74 950 6 040 68 910

HLXU 368 000 – 368 499

HLXU 268 000 – 268 149 1)

HLXU 268 500 – 268 599

HLXU 268 600 – 269 399

Remarks:1) ISO size type code: 22 P3

Flat/Platform with flushfoldingendwalls and softwood floor

30

Steelframe with collapsibleendwalls andsoftwood floor

Flat/Platform with flushfoldingendwalls and softwood floor

High Cube Flat 40’

ISO Size Type Code: (45 P8

Especially for heavy loads and oversize cargo as well as projectcargo.

Extraordinary very strong frame design with folding endwallswhich allow bracing and lashing as well as stacking.

Collapsible flatracks, provided withtwistlocks to interlock 4 units into a8’6” high pile.

Collapsible flatracks, provided withspring assisted endwalls.

Used as “Tweendecks” in holds and on hatch coves for oversized cargoes.

Numerous very strong lashing deviceson longitudinal rails and base endshave a permissible load of 5 000 kgeach.

Gooseneck tunnel on both ends of all40’ flats.

The permissible payload of the flatdepends on the resting length of thecargo onto the floor.

Maximum payload can only be usedif distributed over the total floorarea of the flatrack, if heavy loadsare shorter, the payload is reduced.Hapag-Lloyd partner office will givestowage advice.

Heavy cargo must rest on the main girder.

Flats are delivered without stanchions.

31

9’6”2.9 m

High Cube Flat 40’

9’6” high

12 060 11 660 2 365 2 200 2245 648 45 000 5 700 39 30039’63/4” 38’31/8” 7’91/8” 7’25/8” 7’43/8” 2’11/2” 99 210 12 570 86 640

12 048 11 652 2 370 2 200 2 258 648 50 000 5 950 44 05039’61/4” 38’3” 7’91/8” 7’25/8” 7’47/8” 2’11/2” 110 230 13 120 97 110

HLCU 468 400 – 468 599HLXU 468 000 – 469 799

HLXU 668 000 – 668 699 1) HLXU 668 700 – 669 999 2)

Steelframe withcollapsible flush-folding endwalls –can be convertedto a platform

32

Remarks:Timber treated according to Australien requirements.

* Folds 4 into 2591 mm (8’6”).

* ISO size type code: 45 P81) Upgrated 50 t 2) Lashing rings 17 each side


Length Length Width Width Height Height Max. Tare Max.of floor between of floor between of Gross Payload

corner side rails bottomposts

mm mm mm mm mm mm kg kg kgft ft ft ft ft ft lbs lbs lbs


Flat-Collapsible and/or Convertible into a Platform 20’/40’

ISO Size Type Code: according to Flat Series

33

Especially for heavy loads and oversized cargo.

Strong bottom construction.

Gooseneck tunnel on both ends of all40’ platforms.

Static load up to 85 000 kg as a 40’foundation base. On request available

Other features please see comparati-vely flat series.

Timber treated according to Australianrequirements.

Numerous very strong lashing devices.

Easy handling/transportation:20’ interlocked pile of max. 7 units40’ interlocked pile of max. 4 unitsCombined height of less than2 591 mm 8’6”.

Transport of heavy loads concentra-ted on a small load transfer area ispossible.

Special requirements for big andmore heavy cargoes, please contactour special cargo department.Solution plans are already workedout or will be calculated.

Platform 20’/ 40’

1’11/4” high 20’

6 058 2 438 370 30 480 2 520 27 96020’ 8’ 1’29/16” 67 200 5 560 61 640

6 058 2 438 370 34 000 2 740 31 26020’ 8’ 1’29/16” 74 950 6 040 68 910

6 058 2 438 370 40 000 2 940 37 06020’ 8’ 1’29/16” 88 180 6 480 81 700

HLXU 268 500 – 268 599 1) 3) 4)

HLXU 268 600 – 269 099 1) 3) 4)

HLXU 368 000 – 368 499 1)3) 4)

Steel container with collapsible flushfoldingendwalls – can be converted to a platform

2’ high 40’

12 192 2 245 648 45 000 5 700 39 30040’ 7’43/8” 2’11/2” 99 210 12 570 86 640

12 192 2 245 648 50 000 5 950 44 05040’ 7’43/8” 2’11/2” 110 230 13 120 97 110

HLCU 468 400 – 468 599 2)5) 6) 7)HLXU 468 000 – 469 799 2) 5) 6) 7)

HLXU 668 000 – 669 999 2)5) 6) 7)

Steel container with collapsible flushfolding end-walls – can be converted to a platform

34

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.


Length Width Height Max. Tare Max.of Gross Payload

bottommm mm mm kg kg kgft ft ft lbs lbs lbs


Ventilated Container 20’

ISO Size Type Code: 22 V0

Hapag-Lloyd

Especially for cargo which needsventilation.


Floor Height 170 mm - 5mm (Ground level to interior floor surfce)

Natural ventilation is provided by ope-nings in top and bottom longitudinalrails.

The labyrinth construction of theseventilation openings ensures weather-proofness.

Numerous lashing devices on the topand bottom longitudinal rails andthe corner posts. Lashing deviceshave a permissible load of 1000 kg(2205 lbs) each.

35

Ventilated Container 20’

5 888 2 325 2 392 2 334 2 290 30 480 2 400 28 080 3319’33/4” 7’71/2” 7’101/8” 7’77/8” 7’61/8” 67 200 5 290 61 910 1167

5 895 2 321 2 392 2 340 2 292 30 480 2 490 27 990 3319’41/8” 7’73/8” 7’101/8” 7’81/8” 7’61/4” 67 200 5 490 61 710 1167

HLCU 255 500 – 256 999HLXU 250 000 – 250 599

HLXU 250 600 – 251 749 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

8’6” high





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 aslow as –35° C.

De-humidification option available.

Cold treatment available (USDA).

20’ Boxes with up to 29.9 qm capacity.

Controlled fresh-air supply with up to280 qm/h.

ATO-DLO certification for flowerbulk.

Integrated datalogger storing tempera-tures and events hourly.

Low power consumption.

Only environmental friendlyrefrigerants used.

Dedicated equipment for non-foodstuffcargoes.

Other series solely for foodstuff cargoes.

Please note maximum stowage heightin below table and as indicated by redline inside the container in order toensure proper air circulation.

Voltages: 380 V/50 Hz to 460 V/60 Hz

Technical specification and illustrationof electric plugs see page 44.

The Container is designed to maintainthe setpoint temperature.

All cargo shall be pre-cooled to matchthe required in transit temperature.

Especially for cargo which needscontrolled temperatures above orbelow freezing point.

Suitable for clip-on generators

Freshair recording available

37

..................

........................................................

Hapag-Lloyd

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.

Steelframe, 5 479 2 286 2 257 2 157 2 286 2 220 30 480 3 160 27 320 28,3Sandwich walls 17’115/8” 7’6” 7’47/8” 7’7/8” 7’6” 7’33/8” 67 200 6 970 60 230 999

5 459 2 295 2 268 2 168 2 291 2 259 30 480 3 050 27 430 28,417’107/8” 7’63/8” 7’51/4” 7’13/8” 7’61/8” 7’47/8” 67 200 6 720 60 480 1003

5 448 2 290 2 264 2 164 2 286 2 260 30 480 3 060 27 420 28,317’101/2” 7’61/8” 7’51/8” 7’11/8” 7’6” 7’5” 67 200 6 750 60 450 999

5 534 2 316 2 331 2 231 2 316 2 290 30 480 3 030 27 450 29,918’17/8” 7’71/8” 7’73/4” 7’33/4” 7’71/8” 7’61/8” 67 200 6 680 60 520 1056

5 529 2 316 2 331 2 290 2 316 2 290 30 480 2 960 27 520 29,918’15/8” 7’71/8” 7’73/4” 7’61/8” 7’71/8” 7’61/8” 67 200 6 530 60 670 1056

5 535 2 284 2 270 2 224 2 290 2 264 30 480 2 942 27 538 28,718’17/8” 7’57/8” 7’53/8” 7’31/2” 7’61/8” 7’51/8” 67 200 6 490 60 710 1014

HLCU 270 521 – 271 070 HLCU 170 000 – 170 149 5)

HLCU 271 071 – 271 220

HLCU 271 221 – 271 470 HLXU 170 500 – 170 649 5)

HLXU 270 000 – 270 499 3)HLXU 171 000 – 171 149 3) 5)

HLXU 270 500 – 270 699 3) 4)

HLXU 370 000 – 370 849 3) 4)

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

8’6” high

Construction Inside Dimensions Door Opening Weights CapacityLength Width Height Max. stow. Width Height Max. Tare Max.

Height Gross Payloadmm mm mm mm mm mm kg kg kg m3

ft ft ft ft ft ft lbs lbs lbs cu.ft


Steelframe, 5 452 2 293 2 252 2 152 2 290 2 265 30 480 3 160 27 320 28,3Sandwich walls 17’105/8” 7’61/4” 7’45/8” 7’3/4” 7’61/8” 7’51/8” 67 200 6 970 60 230 999

5 450 2 284 2 267 2 167 2 291 2 259 30 480 3 050 27 430 28,417’107/8” 7’63/8” 7’51/4” 7’13/4” 7’61/8” 7’47/8” 67 200 6 720 60 480 1003

5 450 2 284 2 267 2 221 2 291 2 259 30 480 2 905 27 575 28,217’107/8” 7’63/8” 7’51/4” 7’37/16” 7’61/8” 7’47/8” 67 200 6 400 60 800 997

HLXU 370 850 – 371 049 3) 4)

HLXU 371 050 – 371 249 3) 4)

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 20’



8’6” high





Refrigerated Container (Temperature Controlled Container) 40’

ISO Size Type Code: (45 R1 High Cube42 R9)

40

State of the art insulation factors.

Container available for set pointsas low as –35° C.

De-humidification option available.

Cold treatment available (USDA).

Controlled fresh-air supply withup to 280 qm/h.

ATO-DLO certification for flowerbulk.

Integrated datalogger storingtemperatures and events hourly.

Low power consumption.

Only use of environmental friendlyrefrigerants.

Dedicated equipment for chemical/non-foodstuff cargoes.

Other series solely for foodstuff cargoes.

The Container is designed to maintainthe set point temperature.

The cargo shall be pre-cooled to matchall required in transit temperature.

Especially for cargo which needs con-stant temperatures above or belowfreezing point.

Suitable for Clip-on generator.

AFAM on request available.

Please note maximum stowage heightin below table and as indicated byred line inside the container in orderto ensure proper air circulation.

Voltages 380 V/50 Hz to 460 V/60 Hz

Technical specification and illustrationof electric plugs see page 44.

Freshair recording available

........................................................

..................

Hapag-Lloyd

9’6” high

Steelframe, 11 643 2 288 2 498 2 378 2 288 2 517 30 480 4 180 26 300 66,5Sandwich walls 38’2” 7’61/8” 8’23/8” 7’95/8” 7’61/8” 8’31/8” 67 200 9 220 57 980 2348

11 575 2 294 2 560 2 440 2 286 2 570 32 500 4 300 28 200 68,037’115/8” 7’61/4” 8’43/4” 8’ 7’6” 8’51/8” 71 650 9 480 62 170 2400

11 568 2 290 2 509 2 389 2 290 2 473 32 480 4 240 28 240 66,437’113/8” 7’61/8” 8’23/4” 7’10” 7’61/8” 8’13/8” 71 600 9 350 62 250 2345

11 580 2 288 2 498 2 378 2 288 2 517 30 480 4 180 26 300 66,237’117/8” 7’61/8” 8’23/8” 7’95/8” 7’61/8” 8’31/8” 67 200 9 220 57 980 2370

11 580 2 290 2 513 2 393 2 290 2 522 30 480 4 180 26 300 67,037’117/8” 7’61/8” 8’3” 7’101/4” 7’61/8” 8’31/4” 67 200 9 220 57 980 2370

11 580 2 286 2 528 2 408 2 286 2 545 30 480 4 000 26 480 67,037’117/8” 7’6” 8’31/2” 7’103/4” 7’6” 8’41/8” 67 200 8 820 58 380 2366

11 580 2 286 2 515 2 395 2 286 2 535 30 480 4 150 26 330 67,037’117/8” 7’6” 8’3” 7’101/4” 7’6” 8’33/4” 67 200 9 150 58 050 2366

HLCU 475 000 – 475 299

HLCU 476 000 – 476 499 1) 2)HLCU 477 200 – 477 499 1)

HLCU 477 000 – 477 199

HLCU 477 500 – 477 999HLCU 478 700 – 478 799

HLCU 478 000 – 478 399

HLCU 478 400 – 478 599

HLCU 478 600 – 478 699

Remarks:1) On request upgraded to max payload 34 000 kg availeble.2) Prepared for being equipped with additional cargo temperature sensors (USDA).

41

8’6” high non foodstuff

Steelframe, 11 563 2 294 2 261 2 161 2 288 2 188 30 480 4 600 29 400 60,0Sandwich walls 37’111/4” 7’61/4” 7’5” 7’1” 7’6” 7’21/8” 67 200 10 140 64 820 2120 HLXU 770 000 – 770 149

High Cube Refrigerated Container 40’







HLXU 475 000 – 475 299 2)HLXU 476 000 – 476 649 2)

HLXU 475 300 – 475 749

HLXU 476 650 – 477 999

HLXU 475 750 – 475 984HLXU 478 000 – 478 599

HLXU 478 600 – 478 999

HLXU 670 000 – 670 399

HLXU 670 400 – 672 899 3)

HLXU 672 900 – 673 399 3)

Steelframe, 11 578 2 295 2 550 2 425 2 290 2 560 30 480 4 640 25 840 67,8Sandwich walls 37’113/4” 7’63/8” 8’43/8” 7’111/2” 7’61/8” 8’43/4” 67 200 10 230 56 970 2 394

11 585 2 290 2 525 2 405 2 290 2 490 34 000 4 190 29 810 67,038’ 7’61/8” 8’33/8” 7’105/8” 7’61/8” 8’2” 74 950 9 240 65 710 2 366

11 577 2 286 2 525 2 400 2 286 2 490 34 000 4 110 28 890 66,837’113/4” 7’6” 8’33/8” 7’101/2” 7’6” 8’2” 74 950 9 060 65 900 2 366

11 577 2 286 2 532 2 407 2 294 2 550 34 000 4 190 29 810 67,037’113/4” 7’6” 8’35/8” 7’103/4” 7’61/4” 8’43/8” 74 950 9 240 65 710 2 366

11 583 2 286 2 532 2 412 2 294 2 550 34 000 4 120 29 880 67,038’ 7’6” 8’35/8” 7’11” 7’61/4” 8’43/8” 74 950 9 080 65 870 2 366

11 595 2 296 2 542 2 402 2 294 2 550 34 000 4 190 29 810 67,738’1/2” 7’63/8” 8’4” 7’101/2” 7’61/4” 8’43/8” 74 950 9 230 65 720 2 390

11 595 2 296 2 542 2 402 2 294 2 550 34 000 4 150 29 850 66,838’1/2” 7’63/8” 8’4” 7’101/2” 7’61/4” 8’43/8” 74 950 9 150 65 609 2 359

11 578 2 280 2 525 2 400 2 276 2 471 34 000 4 240 29 760 66,837’113/4” 7’53/4” 8’33/8” 7’101/2” 7’55/8” 8’11/4” 74 960 9 348 65 609 2 359

9’6” high




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





9’6” high








Steelframe, 11 578 2 280 2 525 2 405 2 290 2 530 34 000 4 200 29 800 66,8Sandwich walls 37’113/4” 7’63/8” 8’43/8” 7’105/8” 7’61/8” 8’43/4” 74 960 9 260 65 697 2 359

11 585 2 290 2 525 2 405 2 290 2 490 34 000 4 190 29 810 67,038’1/8” 7’61/8” 8’33/8” 7’105/8” 7’61/8” 8’2” 74 960 9 240 65 710 2 366

11 577 2 286 2 525 2 405 2 286 2 490 34 000 4 110 28 890 66,837’117/8” 7’6” ‘8(33/8” 7’105/8” 7’6” 8’2” 74 960 9 060 65 900 2 66

11 580 2 290 2 543 2 423 2 294 2 550 34 000 4 550 29 450 67,4437’117/8” 7’61/8” 8’41/8” 7’113/8” 7’61/4” 8’43/8” 74 950 10 031 64 925 2 381

11 580 2 290 2 540 2 420 2 290 2 569 34 000 4 430 29 570 67,3637’117/8” 7’61/8” 8’4” 7’111/4” 7’61/4” 8’43/8” 74 960 9 770 65 170 2 380

11 578 2 280 2 525 2 405 2 276 2 535 34 000 4 300 29 700 66,737’113/4” 7’63/8” 8’33/8” 7’105/8” 7’55/8” 8’33/4” 74 960 9 480 65 477 2 356

11 580 2 290 2 540 2 420 2 290 2 569 34 000 4 460 29 540 67,3637’117/8” 7’61/8” 8’4” 7’111/4” 7’55/8” 8’11/4” 74 960 9 833 65 609 2 359

HLXU 673 400 – 673 649 3)

HLXU 673 650 – 674 549 3)

HLXU 674 550 – 674 699 3)

HLXU 674 700 – 675 199 3)

HLXU 675 200 – 676 099 3)

HLXU 676 100 – 676 599 3)

HLXU 676 600 – 678 499 3)

Remarks:Prepared for being equipped with additional cargo temperature sensors (USDA).

3) De-humidification option installed.

43

44

Hapag-Lloyd provides tank containerswhich are approved to the higheststandards. Depending on the characte-ristics of the products to be carried therequirements vary.Hapag-Lloyd offer their services onoperational, technical and regulatoryquestions.

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 than80 % of their capacity to avoid danger-ous surge/swell during transport.

Tanks must not be filled to 100% oftheir capacity. Sufficient ullage spaceshall be left – which must be deter-mined depending on the thermalexpansion of the product to be carried.

Certain dangerous products must becarried in tanks having no openingsbelow the surface level of the liquid.Such tanks must be dischargedthrough a syphon pipe by either pres-sure or pumping.

National road/rail weight limitationshave to be maintained when arrangingland transports.

For the cleaning of tanks and disposalof residues tariff rules apply. Tanksmoving in a dedicated service areexempted from such rules until thededication is terminated.

For more details please contact yournearest Hapag-Lloyd office or agentand let our experience work for you.

Tank Container 20’

ISO Size Type Codes: (20 T5 = 8’ high22 T0 = 8’6” high (22 T5 / 22 T6)

Depending on power sourcesrefrigerated containers are equippedwith 1 or 2 plugs380 V/50 Hz to 460 V/60 Hz (32A).200 V/50 Hz to 220 V/60 Hz (60 A).

There are fixed cables with a lengthof 15 m (49 ft).

Couplings for adapters are available.

Adapters are subject to corres-ponding safety regulations.

380/460 V plugs:

4poles according to CEE.

According to ISO 1496-2annex M.

Earth contact in 3hr positionaccording to socket.

Earth Contact

200/220 V plugs:

4poles.

According to ISO 1496-2annex O.

Position of earth contact accordingto illustration.

Earth Contact

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Electric Plugs on Refrigerated Containers

some seriesall series

46

Essential Conversion Factors

+ 30

+ 25

+ 20

+ 15

+ 10

+ 5

0

– 5

– 10

– 15

– 20

– 25

– 30

+ 86+ 85

+ 80

+ 75

+ 70

+ 65

+ 60

+ 55

+ 50

+ 45

+ 40

+ 35+ 32

+ 30

+ 25

+ 20

+ 15

+ 10

+ 5

0

– 5

– 10

– 15

– 20

°C °FTO OBTAIN

MULTIPLY NUMBER OF BY EQUIVALENTNUMBER OF

Inches/in/) 25.4 Millimetres/mm

Feet/ft/( 0.3048 Metres/m

Millimetres/mm 0.0394 Inches/in/)

Metres/m 3.281 Feet/ft/(

Sq. Metres/m 10.7639 Sq. Feet/ft

Sq. Feet/ft 0.0929 Sq. Metres/m

Cu. Feet/ft 0.0283 Cu. Metres/m

Cu. Metres/m 35.315 Cu. Feet/ft

Litres 0.0353 Cu. Feet/ft

Cu. Feet/ft 28.317 Litres

Litres 0.2642 U.S. Gallons

U.S. Gallons 3.785 Litres

Litres 0.22 U.K. Gallons

U.K. Gallons 4.5461 Litres

U.K. Gallons 1.2001 U.S. Gallons

U.S. Gallons 0.8327 U.K. Gallons

Kilograms/kg 2.2046 Pounds/lb

Pounds/lb 0.4536 Kilograms/kg

Long Tons (2240 lb) 1.01605 Tonnes (2204.62 lb)

Tonnes (1000 Kg) 0.9842 Long Tons (1016.05 Kg)

Bar 14.504 PSI

PSI 0.06895 Bar

Inches HG 0.4912 PSI

PSI 2.036 Inches HG

Kg/sq. cm 14.223 PSI

PSI 0.0703 Kg/sq. cm

Kg/sq. cm 0.9807 Bar

Bar 1.02 Kg/sq. cm

Kg/sq. cm 28.976 Inches HG

Inches HG 0.0345 Kg sq. cm

Degrees Fahrenheit 5/9, after Degreessubtracting Celsius32 (Certigrade)

Degres Celsius 9/5, and Degrees(Centigrade) add 32 Fahrenheit

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Container Size Type Codes according to ISO 6346

Hapag-Lloyd owned and longterm leased container types

ISO ISO ISO ISOSize Type Type Size Type Size(LxH) Group Type Group Type

di * di *1 2 1a 2a

20’x8” General Purpose 20GP 20G020’x8’6” General Purpose 22GP 22G0

22GP 22G120’x8’6” General Purpose (Fantainer) 22VH 22V2

22VH 22V3 * 22V220’x8’6” Ventilated 22VH 22V020’x8’6” Bulk 22BU 22B020’x8’6” Open Top 22UT 22U120’x8’6” Hardtop 22UP * 22U6* 22UT 22U120’x1’11/4” Platform 29PL 29P020’x8’ Flat (fixed ends) 20PF 21P120’x8’6” Flat (fixed ends) 22PF 22P120’x8’6” Flat (collapsible) 22PC 22P320’x8’6” Flat (coll., flush folding) 22PC 22P8 * 22P320’x8’6” Refrigerated 22RT 22R120’x8’6” Refrigerated (no foodstuffs) 22RC * 22R9 * 22RT 22R120’x8’ Insulated 20HR 20H020’x8’6” Tank (non-dangerous liquids) 22TN 22T040’x8’6” General Purpose 42GP 42G0

42GP 42G140’x9’6” High Cube GP 45GP 45G0

45GP 45G140’x8’6” Open Top 42UT 42U140’x8’6” Hardtop 42UP * 42U6 * 42UT 42U140’x9’6” High Cube Hardtop 45UP * 45U6 * 45UT 45U140’x2’ Platform 49PL 49P040’x8’6” Flat (fixed ends) 42PF 42P140’x8’6” Flat (collapsible) 42PC 42P340’x8’6” Flat (coll., flush folding) 42PC 42P8 * 42P340’x9’6” Flat (collapsible) 45PC 45P340’x9’6” Flat (coll., flush folding) 45PC 45P8 * 45P340’x8’6” Refrigerated 42RT 42R140’x8’6” Refrigerated (diesel genset) 42RS 42R340’x8’6” Refrigerated (no foodstuffs) 42RC * 42R9 * 42RS 42R340’x9’6” Refrigerated 45RT 45R140’x9’6” Refrigerated (no foodstuffs) 45RC * 45R9 * 45RT 45R140’x8’6” Insulated 42HR 42H045’x9’6” High Cube Cont. L5GP L5G1

**) 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

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