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Shipping large and heavy cargo usually requires use of flat rack containers.It is important to note that the height of the end walls differs between a 40 ft. flat rack (1.943 meters/76.1 inches) and a 20 ft. flat rack (2.231 meters / 91.4 inches).  Therefore, cargo that may not be over height for a 20 ft. flat rack, may well be over height for a 40 ft. flat rack.



The proper stowage, securing and handling of out of gauge (OOG) cargoes can present many challenges and issues. If you are not familiar how to load the large cargo it is always the best to leave this task to professional companies. It would be more expensive at the beginning but at the end you will probably pay less than if you had damaged cargo or that your cargo caused some damage to other property or injury to people in transport process. Keep in mind that your loaded cargo will go through an inspection by an assigned independent competent cargo surveyor. In a case that the surveyor refuse to issue a lashing certificate for safe loading on the vessel, the cargo would be reloaded, stowed, dunned and lashed again. The costs would be added to the account of the customer.

Center of Gravity: Proper determination and identification of the center of gravity for the cargo is of great importance.  If the center of gravity of the cargo is not determined and taken into consideration before stuffing, the cargo may be susceptible to shifting off the flat during transit. This results in cargo damage and possible personal injuries.  The weight of the cargo should be centered on the flat rack. When shipping wooden crates, it is always preferable to mark the center of gravity on the exterior of the crate for handling and securing reference purposes. 

Dunnage: The weight of the cargo must be properly distributed over the length of the flat rack. It is preferable that the weight be spread in such a manner that the load does not exceed 2,500 pounds per liner foot (inside dimensions) of the flat rack.  Dunnage and wooden blocks must be made of hardwood and be free of defects and insects.  Short pieces of wood and wooden pallets should not be utilized as dunnage.

image3Lashing: Lashing of the cargo must be carried out in accordance with “IMO MSC/CIRC 745 GUIDLINES FOR CARGO SECURING MANUAL AND GOOD SEAMANSHIP PRACTICE”. 

Lashing materials (wires, chains, rods, tensioners, turnbuckles, etc.) must be approved and of suitable size and capacity, taking into consideration the weight of cargo to be secured.  As a general rule of thumb, the combined breaking strength of the lashings to be used must be at least 1.8 times the weight of cargo to be secured.​

Suitable “chafing gear” and/or “softeners” is to be fitted on the lashings in any areas where the lashings make contact with the cargo, other lashings, or the structure of the flat rack itself, in order to prevent excessive wear and subsequent failure of the lashings.​

Flat racks are fitted with specially designed lashing points and “eye rings”.  Lashings are not to be secured to any other point on the flat rack other than those points designated for this purpose.​

image4Wheeled Cargo: When preparing the stowage and securing plan for wheeled cargo, the wheelbase dimensions of the cargo must be considered in order to determine whether or not the cargo will be out of gauge.  Wheeled cargo must be secured with proper lashings. However, the wheels should be secured further with wooden blocks.  The wooden blocks used for this purpose must be as wide as they are high.



Marking:  If the cargo is over height, over length, and/or over width, the protruding dimensions should marked in red or yellow paint in order to clearly identify these areas and to help prevent possible handling damage.​

Loading/Discharge: Depending upon the type, size, and nature of the cargo, ocean carriers may require loading and on deck stowage.

Stowage: Due to the size of the cargo, certain shipments may require "on deck" stowage. In such cases, an “on deck” stowage remark must be endorsed on the Bill of Lading.

Shipping in Flexi-tanks: When you need to ship some liquids in flexi-tanks we can organize this. These liquids should not be classified as DG cargo under any circumstances. Shipping in flexi-tanks are possible in 20’ containers only. We can provide flexi-tanks and loading service.



image6Aqua Air specializes in carrying DG (Dangerous Goods) shipments safely and according to the IMDG Code (international regulations) and local regulations.
Transporting Dangerous Cargo requires the highest amount of expertise in the market. We gained this experience during decades of transporting all kinds of Dangerous cargo in Dry Vans, Iso Tanks, Reefers and other kinds of special equipment. We have special offices dedicated to help and guide you through the various stages of transporting your DG cargo. 
Each DG booking is closely checked before accepting for loading on board. In order to enable us to give you our best service we need to receive from you all the required information and the relevant documentation.

The DG booking will be accepted only if it complies with Aqua Air policy, as well as IMDG and local regulations.

There are certain forms to be filled for each DG booking request:

  1. Dangerous Goods application form: A detailed overview of requirements to guide you in entering all the required information for Booking DG cargo. All relevant details should be entered in the form. The more information entered, the faster your DG shipment can be approved.
  2. Dangerous Goods Shippers Declaration form: A declaration legally required from the shipper stating that the cargo has been classified and packed correctly (including a declaration from the person who packed the container).
    The completed DG declaration should be supplied by the Shipper at time of loading.
  3. Dangerous Goods Manifest: A transport document required when a customer handles a segment of the transportation independently.