Shipping Incoterms

Shipping Terms  - Shipping Incoterms

 Shipping Incoterms 

Incoterms, short for "International Commercial Terms" are an international set of guidelines for the interpretation of the most commonly used international trade terms. These terms are used to help eliminate the uncertainties in the different interpretations of such trade terms in language and different countries.

If you are new to shipping contracts you may be unaware of the different trading practices in their respective countries. A small misunderstanding could lead to disputes over who was meant to pay for the overseas freight, insurance or other costs involved in the shipment of goods.


To avoid confusion the International Chamber of Commerce published (1936) a set of international rules for standard trade terms known as Incoterms. Since 1936 regular amendments and updates (1953, 1967, 1976, 1980, 1990 and 2000) have been made to keep all practices and terms current


The current version is Incoterms 2000 these terms are listed below.

1). EXW (Ex Works)


The buyer bears all costs and risks involved in taking the goods from the seller's premises to the desired destination. The seller's obligation is to make the goods available at his premises (works, factory, warehouse). This term represents minimum obligation for the seller. This term can be used across all modes of transport.


2). FOB (Free on Board)

Once the goods have passed over the ship's rail at the port of export the buyer is responsible for all costs and risks of loss or damage to the goods from that point. The seller is required to clear the goods for export. This term should only be used for sea or inland waterway transport.

3). CFR (Cost and Freight)

The seller must pay the costs and freight required in bringing the goods to the named port of destination. The risk of loss or damage is transferred from seller to buyer when the goods pass over the ship's rail in the port of shipment. The seller is required to clear the goods for export. This term should only be used for sea or inland waterway transport.

4). CIF (Cost, Insurance and Freight)

The seller has the same obligations as under CFR however he is also required to provide insurance against the buyer's risk of loss or damage to the goods during transit. The seller is required to clear the goods for export. This term should only be used for sea or inland waterway transport.


5). FCA (Free Carrier)

The seller's obligation is to hand over the goods, cleared for export, into the charge of the carrier named by the buyer at the named place or point. If no precise point is indicated by the buyer, the seller may choose within the place or range stipulated where the carrier shall take the goods into his charge. When the seller's assistance is required in making the contract with the carrier the seller may act at the buyers risk and expense. This term can be used across all modes of transport.

6). CPT (Carriage paid to.)

The seller pays the freight for the carriage of goods to the named destination. The risk of loss or damage to the goods occurring after the delivery has been made to the carrier is transferred from the seller to the buyer. This term requires the seller to clear the goods for export and can be used across all modes of transport.

7). CIP (Carriage and insurance paid to.)

The seller has the same obligations as under CPT but has the responsibility of obtaining insurance against the buyer's risk of loss or damage of goods during the carriage. The seller is required to clear the goods for export however is only required to obtain insurance on minimum coverage. This term requires the seller to clear the goods for export and can be used across all modes of transport

8). DAF (Delivered at Frontier)

The seller has fulfilled his obligation when the goods have been made available, cleared for export, at the named point and place at the frontier, but before the customs border of the adjoining country. The term 'frontier' may be used for any frontier including that of the country of export. Therefore, it is important that the frontier in question be defined precisely by always naming the point and place in the term. The term is generally used when goods are to be carried by rail or road, but may be used for any mode of transport.

9). DDU (Delivered duty unpaid)

The seller is required to deliver the goods to the named place in the country of importation. The seller is responsible for costs and risks involved in bringing the goods to the import destination (excluding duties, taxes) and arranging customs formalities. This term may be used irrespective of the mode of transport.

10). DDP (Delivered duty paid)

Similar to DDU however in this case the seller is responsible for delivering the goods in the named place in the country of importation, all costs and risks in bringing the goods to import destination including duties, taxes and customs
formalities. This term may be used irrespective of the mode of transport.

11). FAS (Free Alongside ship)

The seller has fulfilled his obligation when goods have been placed alongside the vessel at the port of shipment. The buyer is responsible for all costs and risks of loss or damage to the goods from that moment. The buyer is also
required to clear the goods for export. This term should only be used for sea or inland waterway transport.


12). DES (Delivered Ex Ship)

The seller has fulfilled his obligation to deliver when the goods are available to the buyer on board the ship uncleared for import at the main port of destination. The seller is responsible for all costs and risk of loss or damage in bringing the goods to the named port of destination. This term should only be used for sea or inland waterway transport.

13). DEQ (Delivered Ex Quay)

The seller has fulfilled his obligation to deliver when the goods are available to the buyer on the quay (wharf) at the named port of destination, cleared for importation. The seller is responsible for all risks and costs including duties,
taxes in making available the goods at the port of destination. This term should only be used for sea or inland
waterway transport.

p/s :


Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here.

Packing The Goods

 How do I pack my cargo?         



 Packing The Goods

Packing requirements vary greatly and will depend on the type of cargo being shipped. There are many set rules for successful cargo packing. For example, any movement of the cargo within its own packaging during transit is likely to cause damage. So the tighter and more secure the packing, the less likelihood there will be of damage. We recommend you seek reliable advise on the type of packing requirements for your particular cargo.
We offer a cost-effective, professional cargo packing service.
Please feel free to speak to one of our consultants for an obligation free quote. Our business is your business.

Packing
Packaging of your cargo is one of the most important areas of international trade and also one of the most overlooked resulting in cargo damage ,loss & costly insurance claims

Unit Loads

The type of materials used for shipping will vary according to the product, the type of transportation (ocean or air), and the ultimate destination. However, the basic principle of packaging is known as the "unit load' concept or "unitisation." Unitisation is based upon the theory that all shippers should pack their cargo so it may be moved and handled entirely by mechanical equipment, such as lifts and cranes, throughout the distribution network. This practice reduces the need for labour, the handling of boxes, and the amount of damage. Also, it allows for faster loading and unloading by transportation equipment, more efficient distribution centre operations and a reduced level of pilferage. The reduced costs of the distributor in terms of labour and time often result in cost discounts for the exporter.

In practice, the unit load concept means that small, highly expensive items, such as calculators, should first be totally enclosed in cartons, or double, even triple wall containers to avoid pilferage and damage. Second, the boxes or containers should be secured to pallets with shrink-wrap & plastic strapping. Large items can be secured directly to pallets, assuring that they are adequately protected from damage.

Considerations
  • Type of carrier - What are the various types of carriers to be used before the goods arrive at their foreign destination? Usually, truck and ship are used.
  • Types of hazard - For each type of carrier, what hazards are the shipments likely to encounter? For ocean shipping, this would include the type of storage, loading and unloading facilities, route, time of year (summer, winter, monsoon, etc.) port reputation, etc.
  • Cost factors - As well as ensuring maximum protection for the goods being shipped, the exporter should minimize transportation costs by using lightweight, least bulky materials etc.
In some importing countries, import duties are based on the gross weight of the item, including the interior and exterior containers and packing material. An allowance for tariff purposes is given for "tare" (the difference between the gross and net weights) and so both weights should be shown on the commercial invoice.

Shipping Department Guidelines
  • Pack contents tightly within the box, or crate. In this way the container wall is given added strength and harmful shifting of merchandise is avoided.
  • Ship large loads whenever possible, as large loads are less likely to be damaged than small ones.
    Keep goods protected from rain, seawater and moisture.
  • Heavy machinery and odd-shaped items should be boxed or crated and provided with skids for easier handling and storage
  • Select the most advantageous pallet size and style. A four-way entry pallet permits handling from all four sides with a fork or pallet truck, thus facilitating handling. Additionally, the standard size pallet size of 40 inches by 48 inches (1000mm x1200mm) maximizes the volume, which can be loaded into shipping containers.
  • Prepare ferrous surfaces with a rust inhibitor to enable your product to arrive at its destination free from rust or corrosion.
  • Drain holes should be made in the skid or floor area of large containers, boxes or crates. This will allow seawater or condensation to flow out of the container.
  • Do not try to put too much in each container, as the weight might exceed the limitations of the container being used.
  • Ensure weight is distributed evenly within the crate.
  • Marks should be applied with waterproof ink to three surfaces of each package. Cautionary markings should be in English, the language of the country of destination and the international graphic-handling symbol.
    Protect goods adequately from pilferage.
  • If the cargo is liquid, do not fill containers completely but leave expansion space to allow for variations in temperature. The cargo should be protected from rainwater damage that may occur when air cargo is taken to loading ramps.
  • Shipments by air for liquid cargo, certain additional guidelines apply: The packing should be able to withstand air pressure; liquid cargo should be protected from the hazards of high pressure and leakage.
It is a "serious offence"
and against air regulation for shipping liquid or pressurize products without first informing the airline about the contents of the goods and getting permission. As leaking liquid leak may endanger passengers as well as causing the airplane to malfunction - in other words, you can go to jail.

Packing: tips


Consideration to keep in mind when shipping is theft. Theft can be a common problem in some foreign ports. So don’t advertise the contents of your shipping containers with flashy logos or name branding.

p/s :


Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here.




How to Export Consignment to Overseas Market

How to Export Consignment to International Market

 Why export to overseas markets  ?

Exporting  can improve growth and profit. It is a complex and demanding field.Which may not suit every company. Following are some of the basic important steps, which companies interested in export should consider.

Are you ready to export?

Developing export markets can be costly in terms of time, money and resources. Does your company have the commitment required to make a success of export? Entering new markets and developing them usually takes considerable time and effort. You must take a long-term view. That time and cost can be multiplied several times when you are looking at an overseas market.

Product

Know your product and its marketing advantages. What is unique about it? What does it compete with? Price, whilst important, may not be the deciding factor. You may need to change product design to suit different markets. You will need to have good product literature available. Consider whether your product or technology is more suited to a licensing agreement. Ensure through MITI, Customs or a freight forwarder that your goods are not restricted for export or require a permit and export license, this usually applies only to primary products.


Marketing

It is useful to have a strong marketing background. Does your company have solid marketing knowledge and experience gained by selling in a number of Overseas Market? To success in export markets is built on a solid domestic base.

Management

A new export thrust will take considerable management time. Does your company have the production capacity to develop export markets or can the existing capacity be expanded if required?


Finance

Breaking into new markets usually requires considerable funds (air fares, accommodation, advertising, sales promotion, new brochures, training of overseas sales agents etc.). Does your company have the financial strength to commit significant funds for the year or two it may take to develop a new overseas market? The amount of money required depends on the nature and size of the export company and of the complexity of the markets they wish to enter. Markets such as the USA and Japan are generally the most costly. It is possible however.

Export advice and assistance

It is essential that you discuss your plans with experts from the appropriate fields. Discuss costing for export with your accountant and transport/packaging requirements with a customs broker or forwarding agent.

Provides an extensive range of courses covering various aspects of the exporting process such as getting started, international marketing, negotiations and trade documentation and payment methods. Become familiar with the common terms used in international trade (INCOTERMS)

Alternative approaches

You have the commitment, production capacity and financial resources but not the personnel. Consider using the services of:

  • Export Merchants - who buy directly from you in local marketa and export the goods in their own right.
  • Export Agents - who, on a commission basis, arrange the export of your goods complete all necessary paperwork and assist in sales promotion.
  • Export Consultants - who provide market research facilities and specialist advice to exporters on matters such as export management, marketing techniques, export incentives, pricing policies and other services similar to export agents.
  • Export Planning - Preparing a Company profile
If you do not already have a company profile, one should be prepared. Overseas customers may require detailed information about your company before they are willing to place an order. A company profile is the most professional way of presenting this information. A company profile should include: brief company history, recent achievements, a summary page containing all the essential details (i.e. addresses, telephone, fax, key personnel) and information on the product(s)/service(s)) you offer (only a summary is necessary). You should include printed literature if available.
Typically, company profiles are between three to 10 single sided pages. They should be easy to read and well presented. Colloquialisms should be avoided at all costs.


Selecting a market

When choosing a market, consideration should first be given to your product or service. For instance, who is likely to purchase or use your product or service? If you are producing computer software for the banking industry you may wish to choose a country, which is known as a banking centre like Singapore or Hong Kong.

If you are producing a luxury well, you may want to target a developed country. Programs such as Export Access can help first time exporters select a market.

It is advisable that first time exporters concentrate on only one market to start with, two at the most. Many new exporters start with markets closer to home such as New Zealand, Papua New Guinea, Fiji or Singapore. If you choose a larger market like the US or Japan it is advisable to select a region or city rather than the whole country to begin your export program.

Market research

Once you have selected a country, market research should be conducted. You should consider:
Size of market (this will help gauge probable demand) Whether the country selected already imports the product, and if so from where? Competitors you encounter in the domestic market could well be the same as those you encounter in the foreign market Import regulations, tariffs, embargoes, quotas and other local charges

Other barriers to import such as import licensing
  • Local taxes on the product
  • Regulations such as quarantine, labelling, packaging requirements, consumer protection rules and products standards
  • Geography (to help you determine major metropolitan area and port locations) Political and economic stability
  • The social and business culture. Major accounting firms provide a range of country specific guides.
  • The Department of Foreign Affairs and Trade, Chambers of Commerce overseas and foreign Consulates and trade development offices can assist in conducting market research.
As an adjunct or alternative to market research it might be worth going on a trade mission to a specific country or attending a trade show pertaining to your product in that country. These activities will help you gauge the business climate and market opportunities in the targeted country. It will also give you the opportunity to make preliminary business contacts.

Finding an overseas customer

After completing the market research you should have a good indication of your product/service potential in that market. Overseas customers must now be found. As there are several ways to distribute your product overseas, consideration should be given to the type of customer you want. Will you sell your product through an agent, distributor or the end user?An agent is usually appointed to handle a region, entire country or group of countries. They normally carry no stock, but handle the exporter's stock, which is forwarded to end users and dealers. As the exporter's representative, the agent is paid on commission. It is the agent's job to find and maintain the outlets in their territory. They are involved with the advertising and promotional programs. Further, they may be needed to prepare documentation for importers where complicated import licences are required by the government.
  • Distributors buy product directly from the exporter for their own inventory and are responsible for the sale and, in many cases, after-sales service.
  • Guidelines for drawing up commercial agency and distributorship agreements. Seek legal advice before entering into commercial partnerships.
  • Other direct selling options include: to the end user, retail chain stores; government organizations or to users via mail order advertising.
Obviously your method of distribution will depend on your product and how it is distributed in local Market. If your product requires assembly or after sales service, a distributor may be the best method. If you produce large, capital equipment, selling to the end user may be more appropriate. The same organization, which can assist you with overseas market research, can help you locate foreign contacts.


Making a connection

Potential customers should be contacted by letter or fax. If the customer is an agent or distributor, who handles a number of clients other than yourselves, you should ensure that the information you provide is not going to be used purely as market research for your competitors.

The initial contact should include a brief letter, a description of your product(s)/service(s)) and/or a brochure. It is not necessary to send a company profile or price list at this initial stage.

Interested parties will come back to you for this information. At this point you should think about planning a market visit. This is an essential part of every export program. Not only will it give you the opportunity to meet face to face with potential agents and/or distributors, but it will also allow you to see first hand the market opportunities, to investigate local pricing, observe the competition and get a feel for how business is conducted in a new environment.
Being aware of cultural sensitivities, customs and business practices can help in the marketing, sales and the negotiation process. Further, it will provide you with the opportunity to make more contacts in the market.


Preparing a quotation

It is important to be as specific and accurate as possible when preparing a quotation for an overseas customer. Elements to be included in your export quotation are: Product description and specifications, including part and model numbers; quantity; unit price basis; payment terms; point of embarkation and destination; shipment method (air or ocean): packing details (if available); documentation provided and delivery. It must also be made clear in what currency you are quoting.  Your research should indicate what the market price for your product is. Remember, it is always easier to lower prices than it is to raise them.

A quotation can be prepared on a letterhead, fax form or as a proforma invoice (formal export quotation), which is often required by the customer to obtain an import licence. To avoid any confusion the prices should be always quoted on the basis of a stated Incoterm. These trade terms are used to specify the division of obligations, costs and risks between the buyer and seller during shipment of the goods, and are accepted worldwide. To ensure that the prices are clear, along with the abbreviated Incoterm, reference should be also made to a named place, port of shipment or port of destination (FOB, CNF, CIF) Incoterms . If you are arranging for shipment of the goods, a freight forwarder can recommend the best and most economical method of shipment, as well as provide a quotation for all transportation costs including documentation. The nature, size and weight of your product will determine if it will be shipped by sea or air. If you do not have your own insurance, the freight forwarder can arrange it. If special packing is required for export, make sure the cost is included in your quotation. The customer, on the other hand, may prefer to arrange the shipment him or herself. If this is the case, you may only have to provide prices ex-works or delivered to a specified warehouse or port (FOB).


Another important element in your quotation is the terms of payment.

After all, you want to make sure the overseas buyer will pay you. The most common methods of payment are:Open account, prepayment, documentary collections, and documentary letter of credit. If the overseas customer insists on open account terms, you will want to run a full credit check.

Further, organizations like the Export Finance and Insurance Corporation (EFIC) can help you manage your credit risks by insuring your receivables. Factoring companies can also help manage your trade debt.


Receiving and processing an order

When an order is received, it should be checked thoroughly to make sure it is acceptable to you. The order should be checked and acknowledged and any changes required, including payment terms, notified to the customer. Once you have accepted the order there is little you can do to change it. Further, if payment is by documentary letter of credit, this should be checked to ensure that you could comply with its terms and conditions. If you cannot, you need to ask your customer to amend the letter of credit. After you have checked the order to your satisfaction, an order "acknowledgment" should be sent to your customer. This will advise them that the order has been received and is being produced. Further, you should retain the terms of sale.

As the order is processing, you should keep your customer and freight forwarder appraised of delivery so they can plan and schedule its shipment. Once the order has been shipped you should inform your customer of all shipping details.

Certain documents must accompany your shipment to allow the importer to clear the goods through customs at the country of destination. Your freight forwarder can advise you of these. Specific documents may also be requested from your customer or will be specified in the documentary letter of credit. Among the most common documents are:
  • Commercial Invoice - often these must be prepared in accordance with the buyer's instruction, for example they include details of the number of packages, weight(s) and volume of the goods being shipped. Invoices should be manually signed and dated:
  • Packing list,Weight list
  • Bill of landing (B/L) - is a legal document under which cargo is accepted for carriage on board a vessel. It acts as a receipt for goods and confers ownership of the goods.
Your freight forwarder can take care of all export arrangements with the  Customs Service. Depending on the method of shipment and payment, original documents must be sent to the customer with the shipment, by air, registered or express mail or through the banks.


Question how should I, label my goods?

Answer: The labelling of cargo is often overlooked, when preparing the shipment. The labelling process identifies your cargo from other shipper's cargo as being uniquely yours. It also supplies important consignment information to the cargo Handlers.

The labels should clearly state your Consignment address with phone number, fax numbers and contact person, the labels should then be securely attached to each cargo piece.

Your cargo labels should be numbered 1 up.
For example, you have 10 cargo pieces, then each piece should be marked 1 of 10, 2 of 10, 3 of 10 ECT, ECT. This numbering method identifies to each person involved in the cargo transport chain that there are 10 cartons belonging to this shipment.

When shipping with our service, we take every care of your cargo, however should any cargo be misplaced during the shipment handling process and you have followed the correct labelling procedure it will greatly increase the correct cargo handling process thus ensuring a smoother cargo delivery.


p/s :

Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here.



Maersk Line

Maersk Line

Reefer Rate Restructure - Reefer base rates to increase 
USD 1500 per FFE effective 1st January, 2013 

Please be advised that we will increase the reefer base rate by USD 1500 per forty equivalent unit (FFE) across the globe with effect from 1st January, 2013.

Transporting refrigerated cargo is an important business for Maersk Line, and we have played a significant role in developing the reefer service industry. We would like to continue to maintain the current scale and scope of services we have on offer, so that you can build your supply chain around a consistent reefer flow.

But refrigerated containers are almost four times as costly to build as dry containers and associated expenses such as plugs, bunker cost and R&D put pressure on costs. We are committed to our reefer customers and would like to continue investing in reefer equipment, but the current rates do not make it financially sustainable for us to do so. Given this scenario, we have decided to no longer invest in reefers in 2013.

We understand the significance of this increase and the impact to you, but this will provide us with the returns we need to further invest in the growing demands of the segment and cater to your requirements.

Our local sales and customer service representative will reach out to you to engage in discussions or address any queries that you may have.


General Rate Increase (GRI)

In order to continue offering our broad portfolio of services and high level of reliability it will be necessary for us to implement a number of rate increases.

We ask for your understanding and look forward to continuing to provide the service you’ve come to expect from Maersk Line.

Mediterranean to Far East Asia, except Syria
Effective Date : 1st November 2012
General Rate Increase : USD 150/Container
Scope: All cargo from the Mediterranean to Far East, except Syria

Syria to Far East Asia
Effective Date : 1st November 2012
General Rate Increase : EUR 100/Container
Scope: All cargo from the Syria to Far East

Far East Asia to East Coast of South America
Effective from: 15th October 2012
General Rate Increase : USD 500/1000/1000 per 20’/40'/45' for Dry Cargo
Scope: Far East Asia (Excluding Taiwan) to East Coast of South America

We look forward to continually serve your global transportation needs. Should you have any questions, please contact your local Maersk Line representative.

World to/from United States and Canada – 
Congestion Surcharge Postponed

We have postponed the effective date for the Congestion Surcharge intended to address the potential risk of significantly increased port congestion as result of any labor related issues until 29th December  2012. This Port Congestion Surcharge (CON) is applicable to all shipments to/from ports in the United States and Canada. All contract and tariff rates are subject the Port Congestion Surcharge as filed.

The amounts of the surcharge are as follow and are applicable to both dry and reefer shipments:
USD 800 per 20’ container
USD 1000 per 40’ STD
USD 1125 per 40’ HC
USD 1266 per 45’ container

Please note this is a forward filing as precaution to address the potential for congestion as result of possible labor actions. Should there be no labor action and subsequent congestion disrupting operations, this tariff filing will be nullified.

Should you have any questions, please contact your local sales representative.

Documents for Customs Clearance

Documents  for Customs Clearance



Customs clearance for commercial cargo is the process that involves the 'clearing' of goods through the customs barriers for importers and exporters (usually businesses). This involves the preparation of documents and/or electronic submissions, the calculation (and usually the payment) of taxes, duties and goods and service tax.
 
To complete this clearance process shipping documents are required, the type of documents needed for importing or exporting transactions usually depend on the type of goods you have. In many cases, the documentation may also vary depending on the country of origin or destination. Thus, documents may have to be prepared in a particular way to comply with the requirements of the import or export country.

As a rule of thumb, a standard importing or exporting transaction usually requires a commercial invoice, quarantine packing delcaration,packing list, Bill of Lading and an insurance certificate - depending on your Inco terms.

We can ensure the appropriate documentation is completed and the correct importing procedures followed as our systems are electronically linked to the Malaysia Customs Service, and other government departments.

This means we have direct access to duty rates, duty concessions and other information traditionally stored in numerous volumes of paper binders within an instant. This combined with our expert clearance personnel ensures our service is second to none
Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here.


 

Container Detention Charges

What is Container Detention Charges
and How much does it cost ?

Import and Export shipping containers are used to move the Import and Export cargo 's on the container ships .The containers are  essential to the efficient cargo flow of all Import & Export  cargo movements.
 
When the supplies of shipping containers are delayed or are running low due to the late return of the import containers , it may impede the efficient flow to the entire supply chain of  international cargo.
 
To alleviate the late return of Containers, detention charges are imposed by the shipping lines for the containers unreturned to the designated return location within the allowed free time period.
 
Shipping lines may vary their allowable “free time limits”, but generally it ranges from seven to ten calendar days (including public holidays and weekends) depending on the type of container used.


When does free time begin ?

The free time” begins from the first day the container is made available on the wharf.  This is often a source of contention and some Importers may  think that the “free time” commences when they collect the container.
 
However this is incorrect a container may be made available on the wharf but the importers still need to comply with the various Customs and Quarantine border processing requirements.  Anytime a container is held up in border processing, this is still considered to fall in the “free time” period.


Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here


Shipping Container Dimensions

             CONTAINER SIZES                                                       

Shipping Container Dimensions Internal External Sizes and Weights

Please use the following table to check the most frequently used container sizes.  Should you require specialised container equipment or if you have any further questions please contact us.



20' GP Container DimensionsMillimetresFeet
Inside
Dimensions
Length588519'4''
Width23507'8''
Height24037'10''
Door OpeningWidth23387'8''
Height22927'6''
 KilogramsPounds
WeightMax. Gross2400052910
Tare21504740
Max. Payload2185048170
 Cube MetresCube Feet
Capacity33,1501170

40' GP Container DimensionsMillimetresFeet
Inside
Dimensions
Length1203339'6''
Width23507'8''
Height23947'10''
Door OpeningWidth23387'8''
Height22807'6''
 KilogramsPounds
WeightMax. Gross3048067200
Tare38008377
Max. Payload2668058823
 Cube MetresCube Feet
Capacity67,72390

40' GP High Cubic Container DimensionsMillimetresFeet
Inside
Dimensions
Length1202439'6''
Width23507'8''
Height26978'10''
Door OpeningWidth23407'8''
Height25978'6''
 KilogramsPounds
WeightMax. Gross3048067200
Tare40208860
Max. Payload2646058340
 Cube MetresCube Feet
Capacity76,32694

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Full Container Load - FCL Container Sizes

 Full Container Load - FCL Container Sizes


1). Standard Container for Twenty Footer and Forty Footer
    

STANDARD 20' STANDARD 40' HIGH CUBE 40'
Inside Length 
Inside Width 
Inside Height 
Door Width 
Door Height 
Capacity 
Tare Weight 
Max. Cargo 
19'4"
7'8"
7'10"
7'8"
7'6"
1,172 ft³
4,916 lb
47,999 lb
5.89 m
2.33 m
2.38 m
2.33 m
2.28 m
33.18 m³
2,229 kg
21,727 kg
39'5"
7'8"
7'10"
7'8 "
7'6"
2,390 ft³
8,160 lb
59,040 lb
12.01 m
2.33 m
2.38 m
2.33m
2.28 m
67.67 m³
3,701 kg
26,780 kg
39'5"
7'8"
8'10'
7'8"
8'5"
2,694 ft³
8,750 lb
58,450 lb
12.01 m
2.33 m
2.69 m
2.33 m
2.56 m
76.28 m³
3,968 kg
26,512 kg

2). Open Top Container for Twenty Footer and Forty Footer


                

OPEN TOP 20' OPEN TOP 40'
Inside Length 
Inside Width 
Inside Height 
Door Width 
Door Height 
Capacity 
Tare Weight 
Max. Cargo 
19'4"
7'7"
7'8"
7'6"
7'2"
1,136 ft³
5,280 lb
47,620 lb
5.89 m
2.31 m
2.33 m
2.28 m
2.18 m
32.16 m³
2,394 kg
21,600 kg
39'5"
7'8"
7'8"
7'8 "
7'5"
2,350 ft³
8,490 lb
58,710 lb
12.01 m
2.33 m
2.33 m
2.33m
2.26 m
66.54 m³
3,850 kg
26,630 kg







3). Reefer Container for Twenty Footer and Forty Footer


                

REEFER 20' REEFER 40'
Inside Length 
Inside Width 
Inside Height 
Door Width 
Door Height 
Capacity 
Tare Weight 
Max. Cargo 
17'8"
7'5"
7'5"
7'5"
7'3"
1,000 ft³
7,040 lb
45,760 lb
5.38 m
2.26 m
2.26 m
2.26 m
2.20 m
28.31 m³
3,193 kg
20,756 kg
37'8"
7'5"
7'2"
7'5 "
7'0"
2,040 ft³
10,780 lb
56,276 lb
11.48 m
2.26 m
2.18 m
2.26m
2.13 m
57.76 m³
4,889 kg
25,526 kg











4). Flat Rack Container for Twenty Footer and Forty Footer

           

FLAT RACK 20' FLAT RACK 40'  
Inside Length 
Inside Width 
Inside Height 
Tare Weight 
Max. Cargo 
18'5"
7'3"
7'4"
5,578 lb
47,333 lb
5.61 m
2.20 m
2.23 m
2,530 kg
21,469 kg
39'7"
6'10"
6'5"
12,081 lb
85,800 lb
12.06 m
2.08 m
1.95 m
5,479 kg
38,918 kg



5). Flat Rack Container for Twenty Footer and Forty Footer
                

FLAT RACK
COLLAPSIBLE 20'
FLAT RACK
COLLAPSIBLE 40'
 
Inside Length 
Inside Width 
Inside Height 
Tare Weight 
Max. Cargo 
18'6"
7'3"
7'4"
6,061 lb
61,117 lb
5.63 m
2.20 m
2.23 m
2,749 kg
27,722 kg
39'7"
6'10"
6'5"
12,787 lb
85,800 lb
12.06 m
2.08 m
1.95 m
5,800 kg
38,918 kg



6). FlatForm for Container Twenty Footer and Forty Footer




PLATFORM 20' PLATFORM 40'  
Inside Length 
Inside Width 
Inside Height 
Tare Weight 
Max. Cargo 
19'11"
8'0"
7'4"
6,061 lb
52,896 lb
6.07 m
2.43 m
2.23 m
2,749 kg
23,993 kg
40'0"
8'0"
6'5"
12,783 lb
66,397 lb
12.19 m
2.43 m
1.95 m
5,798 kg
30,117 kg



 p/s :

Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here.





















8















9











10

Container Sizes

Container Sizes :

These details are for guidance only and do not guarantee availability of any type of container for any particular route. Although the dimensions are representative of the international standards, there can be variations.

STANDARD CONTAINERS:
Standard 20'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi cargo
19'4"
7'8"
7'10"
7'8"
7'6"
1,172CuFt
4,916lbs
47,900lbs
5.900m
2.350m
2.393m
2.342m
2.280m
33.2CBM
2,230Kg
21,770Kg
Standard 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
39'5"
7'8"
7'10"
7'8"
7'6"
2,390CuFt
8,160lbs
59,040lbs
12.036m
2.350m
2.392m
2.340m
2.280m
67.7CBM
3,700Kg
26,780Kg

OPENTOP CONTAINERS:
Opentop 20'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
19'4"
7'7"
7'8"
7'6"
7'2"
1,136CuFt
5,280lbs
47,620lbs
5.894m
2.311m
2.354m
2.286m
2.184m
32.23CBM
2,400Kg
21,600Kg
Opentop 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
39'5"
7'8"
7'8"
7'8"
7'5"
2,350CuFt
8,490lbs
58,710lbs
12.028m
2.350m
2.345m
2.341m
2.274m
65.5CBM
3,850Kg
26,630Kg

FLATRACK CONTAINERS:
Flatrack 20'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
18'5"
7'3"
7'4"
-
-
-
5,578lbs
47,333lbs
5.620m
2.200m
2.233m
-
-
-
2,530Kg
21,470Kg
Flatrack 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
39'7"
6'10"
6'5"
-
-
-
12,081lbs
85,800lbs
12.080m
2.438m
2.103m
-
-
-
5,480Kg
39,000Kg

FLATRACK COLLAPSIBLE CONTAINERS:

Flatrack Collapsible 20'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
18'6"
7'3"
7'4"
-
-
-
6,061lbs
61,117lbs
5.618m
2.208m
2.233m
-
-
-
2,750Kg
17,730Kg
Flatrack Collapsible 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
39'7"
6'10"
6'5"
-
-
-
12,081lbs
85,800lbs
12.080m
2.126m
2.043m
-
-
-
5,800Kg
39,000Kg

REEFER CONTAINERS:

Reefer 20'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
17'8"
7'5"
7'5"
7'5"
7'3"
1,000CuFt
7,040lbs
45,760lbs
5.425m
2.275m
2.260m
2.258m
2.216m
28.3CBM
3,200Kg
20,800Kg
Reefer 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
37'8"
7'5"
7'2"
7'5"
7'0"
2,040CuFt
10,780lbs
56,276lbs
11.493m
2.270m
2.197m
2.282m
2.155m
57.8CBM
4,900Kg
25,580Kg
Reefer High Cube 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
37'11"
7'6"
8'2"
7'6"
8'0"
2,344CuFt
9,900lbs
57,761lbs
11.557m
2.294m
2.500m
2.294m
2.440m
66.6CBM
4,500Kg
25,980Kg

HIGH CUBE CONTAINERS:
HIGH CUBE 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
39'5"
7'8"
8'10"
7'8"
8'5"
2,694CuFt
8,750lbs
58,450lbs
12.036m
2.350m
2.697m
2.338m
2.565m
76.3CBM
3,970Kg
26,510Kg

PLATFORM CONTAINERS:
PLATFORM 20'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
19'11"
8'0"
7'4"
-
-
-
6,061lbs
52,896lbs
6.058m
2.438m
2.233m
-
-
-
2,750Kg
24,000Kg
PLATFORM 40'
inside
length
inside
width
inside
height
door
width
door
height
capacity
tare
weight
maxi
cargo
40'0"
8'0"
6'5"
-
-
-
12,783lbs
86,397lbs
12.180m
2.400m
1.950m
-
-
-
5,800Kg
39,200Kg


 p/s :


Should you require specialised container equipment, Freight Rates for Export Shipment (FCL/LCL)  or if you have any further questions please contact us click Here.