Out-of-gauge cargo, planned and secured precisely.

Cargo loaded on a flat rack that stays within the container's own footprint and height is in-gauge: it can be stowed and stacked like any other box. The moment it protrudes beyond that envelope it becomes out-of-gauge, and the carrier has to reserve the adjacent and overhead slots that can no longer be used.

Out-of-gauge is therefore priced on the slots it sterilises. A load protruding a few centimetres over the side can cost several times one that fits, so we check whether the piece can be reoriented, disassembled or built onto a lower cradle before booking.

Cargo securing on a vessel is governed by recognised practice covering the forces cargo experiences at sea: rolling, pitching and heaving all impose loads far beyond the cargo's static weight. Lashing arrangements are calculated against those forces.

We prepare the securing arrangement with the calculation retained on file, using the correct lashing points and materials for the load. That calculation is the record a terminal will ask to see, and the reference if cargo ever shifts.

Handling out-of-gauge cargo needs lifting capacity, laydown area and a terminal equipped to work it. Facilities set their own limits on dimensions, weight and configuration, so capability is a routing constraint checked at both ends before booking.

We confirm terminal capability at origin and destination as part of planning, so the cargo has a confirmed discharge point before it sails.