3.

Container design

3.1.1 Container design and types 3.1.1.1 Part 1 3.1.1.2 Part 2 3.1.1.3 Part 3 3.1.2 CSC & structural and testing regulations 3.1.3 Cargo securing equipment
A container user should be aware of the most important structural differences between containers, so that he/she is in a position to make appropriate preparations for packing and cargo securing and correctly to assess container loading capacity. Problem-free dispatch has been assisted by the standardization of transport units, such as containers, while the standardization of certain components and some dimensions permits the use of standard handling equipment and means of transport. We will describe fundamental components and designs first of all with reference to standard box containers. More detailed information is given under the heading "Container types".

Basic container frame

The load-carrying element of all box containers is a steel framework, consisting of four corner posts and two bottom side rails, two top side rails, two bottom cross members, a front top end rail and a door header.

Bottom cross members serve as supports for the container floor.

Additional bottom cross members are fitted between the bottom side rails, to serve as supports for the floor covering.

Side walls

End walls

Roof panel

The side and end walls and the roof are the components of a standard box container which are capable of bearing the least load. To a certain degree, this naturally also depends on the construction materials used for them. The following three Figures illustrate the essential components of standard box containers. Not included by name are, for example, the door bar handles, the locking components required for sealing, etc. Where necessary, descriptions of and comments about these components are provided at other points in the Handbook.

Essential components of a container

Part names in the area of the container floor

A comparison of German and English part names is given below:

German name Eckbeschlag Ecksule (unterer) Seitenlngstrger (oberer) Seitenlngstrger / Dachlngstrger

English name corner fitting; corner casting corner post bottom side rail top side rail

unterer Quertrger front also known as: Stirnschwelle bottom end rail; door sill rear also known as: Trschwelle / Truntergurt

oberer Quertrger / Dachquertrger front also known as: Stirntrger rear also known as: Trtrger / Trobergurt Boden Stirnwand Bodenquertrger Dach Dachspriegel (e.g. in open-top containers) Seitenwnde Gabelstaplertasche Trverschlustange Scharnier Nocke Nockenhalterung Trdichtung

front top end rail door header floor front end wall bottom cross member roof panel roof bows side panel; side wall forklift pocket door locking bar hinge cam cam keeper door gasket

In the early days of container shipping, the majority of containers were constructed according to ASA standards, but now the containers used for maritime transport are almost without exception ISO containers.

ISO Corner Casting

ASA Corner Casting

They differ both in dimension and in the shape of the corner fittings or "corner castings". Most ASA containers, i.e. containers like those used by Sealand constructed according to "American Standards Association" standards, have since been adapted to match ISO dimensions. To simplify handling, special universal spreaders were used, which could handle both types without difficulty.

ISO corner castings - horizontal and vertical mirror images

ISO standard 1161 specifies different shapes for top and bottom and mirror images for right and left. The eight corner castings of a container or a corresponding CTU have to be particularly strong, since they work with the corner posts and the other basic components of the container frame to absorb the forces which lock units or lashings exert on containers when they are stacked on top of one another, during handling and during transport.

Securing on board

Cargo handling

Securing on a chassis

DIN/ISO standards specify certain minimum requirements for the loading capacity and stackability of containers; while higher levels of performance may be provided for individual properties, lower levels may not. It must be possible to stack six ISO containers packed to the maximum weight vertically on top of one another. Maximum offset is set as follows: widthwise - 24.4 mm (1"), lengthwise - 38 mm (1").

The actual values of modern containers are generally higher. Many are designed to be stacked eight or nine high. The maximum stacking load must be marked on the CSC plate. (More details are given in the relevant section of the Handbook).

According to safety regulations, stacked containers must where necessary be secured against toppling and shifting. On larger container ships, the containers are stowed nine to twelve high in the hold. In such cases, the containers loaded must either be only partly full or designed to have greater stackability. The latter is generally the case with modern containers, but it is possible to use fold-out flaps in the cell guides, which subdivide the stacks.

3.2

Container dimensions and weights

The lengths of freight receptacles as were and sometimes still are used for example in inland transport, and of conventional large containers are based on a modular system, for which the starting point was and indeed still is a 40' (12,192 mm) long container. The other nominal sizes have arisen by division, with 3 inches being taken off each time to allow the containers to be combined together in practice.

Example of module combination

Freight containers A, B, C, D etc. are 8' high. If the containers are 8'6" high, the letters are doubled to give AA, BB, CC, DD, for example. Container dimensions as stipulated in DIN/ISO 668 or DIN 15190, Part 1

At the moment, the following lengths are stated and defined in the metric and/or English customary systems. They relate not only to freight receptacles such as containers but also to swap-bodies:

Current widths are:

Containers of the following heights are in use:

Containers 7.43 m long are in principle half-size 49' containers. With a width of 2.50 m and a height of 2.60 m, such containers fulfill the technical requirements and traffic laws of many countries.

Containers suitable for international use

Proposed size unacceptable in the majority of cases

The above-mentioned container is virtually identical to the CEN standard C-type swap-body, which is 7.45 m long. However, attempts to introduce such a container with widths of over 2.55 m and heights of over 2.90 m may well meet with resistance.

Container used mainly in the USA

The appropriate specialist committees have devoted time to discussing the introduction of 49'/14.9 m long containers with a width of 8' 6"/2.60 m. However, such a container is unacceptable to most of the countries in Africa, Asia, Australasia and Europe. The same applies to a half-length container 24'4"/7.43 m long, because of the 2.60 m width.

Maximum mass for a 20' container according to the old standard

The significant feature of this container is that the term used is the more correct "mass", the unit of mass being correctly stated as the kilogram.

Maximum mass for a 20' container according to DIN ISO 688

The term used in this example is weight, as is more usual, but the unit used is that of mass. The correct unit would be the newton. The correct unit would be the newton, with the decanewton or kilonewton [daN, kN] also being possible.

Maximum mass for a 40' container according to the old standard or optionally for a more recent 20'

The external dimensions of the containers are specified in ISO 668, with the maximum allowable dimensional tolerances being 10 mm. The internal dimensions are stated as minimum values. The current internal container dimensions are dependent on the structural material used and the container type selected.

Many of the following statements fall equally within the scope of the operational markings covered in

Section 3.5, where additional information may be found. If real data relating to containers to be ordered and subsequently packed are required for the purpose of forward planning, it is best to refer to the brochures published by shipping companies or other container owners. When packing a container, it is important to cast an eye over the plates affixed to it. Pallet-compatible containers are 2.50 m wide, for example, and usually carry an appropriate warning:

Warning affixed to a 2.5 m wide container

This warning also counts as an operational marking. More detailed information is also to be found in this section.

External, internal and door dimensions, metric system

Internal and door dimensions, in both feet and inches and millimeters Millimeters

Dimensions, stated solely in inches and meters

The following two tables give the lengths and gross weights for 20', 30' and 40' ISO containers and 10' to 40' inland containers.

20' container with maximum total weight of 30,480 kilograms

The ISO standard maximum gross weights for inland containers are specified as follows:

The minimum dimensions for the loading areas and volumes of ISO containers are specified as follows:

Data relating to loading areas are very seldom found. Volumes, on the other hand, are almost always stated:

As a rough guide, values are approx. 30 m for 20' containers and approx. 67 m for 40' containers. For tank containers, preferred practice is to state their volume in liters rather than in cubic meters:

Volume in liters on a French tank container

As already described in Section 3.1.2 CSC & structural and testing regulations, the International Convention for Safe Containers specifies that the maximum gross weight must be marked on the CSC plate. Other regulations require the maximum gross weight and the tare weight to be indicated. This constitutes the minimum information with which the user of the container must be provided by law.

Minimum information on a half-height open-top

The maximum payload can be calculated as the difference between the maximum gross weight and the tare weight, but this information is already indicated on most containers. Of interest in this context are the different terms selected by the various container owners. It would be altogether desirable if these terms were to be standardized.

Maximum gross weight - tare weight = permissible payload

Tare weight + permissible payload = maximum gross weight

On platform containers, the data are located on the end walls or frame parts.

Markings on platform containers, including weights and other data

Max Gross 45,000 kg or 99,210 lb Tare 5,700 kg or 12,570 lb

Markings on a collapsible flatrack with a 45,000 kg maximum weight

Volumes are almost always to be found together with the weight information. On box containers, all the above-mentioned values are usually marked large and clear on the right door leaf.

Weights and volumes on 20' reefers and 40' general purpose containers

Weights and volumes on high-cube reefers and general purpose containers

Nothing should be stuck over these important data on a container: The text of the sticker refers limited quantities of hazardous materials and has nothing to do with the maximum gross weight. Loading area and loading capacity (volume) depend principally on wall thickness and structural height.

Unfavorably positioned sticker

In practice, the ISO standard minimum values for weights and volumes are generally exceeded. Depending on the intended goods transport operation, it may therefore be worth making a comparison and choosing the most favorable container. A comparison of the gross stowage factor with the stowage factor of the respective transport receptacles is always appropriate. Containers often carry information about these aspects (picture to the right).

Details of the materials used in a container

Sometimes, data about dimensions, weights, volumes etc. are also given on the CSC plates themselves or on separate plates:

CSC plate giving virtually full information

Separate plate giving virtually full information

Separate plate giving weights and dimensions

An English foot is divided into 12 inches and corresponds to 30.48 cm. An English inch corresponds to 25.4 mm. While inches are conventionally each subdivided into 12 "lines", it is usual to state fractions of an inch, such as ", ", 1/8"or 1/16". An English pound (lb) corresponds to 453.6 g. A cubic foot (cu.ft.) corresponds to 28.35 liters. Metric units may be roughly converted by rule of thumb into English customary units and vice versa, as follows:

Meter x 10 3 = foot Foot 10 x 3 = meter Kilogram x 2 + 10 % = pound Pound 2 - 10 % = kilogram Cubic meter x 35 = cubic foot Cubic foot 35 = cubic meter

3.3

Identification system

The current standard which deals with the coding, identification and marking of containers is DIN EN ISO 6346, dated January 1996. Among other things, this standard specifies that the previous standards with similar content have equal validity, since a number of older versions of containers with different markings naturally remain in service alongside the brand new ones. This Section will provide only certain essential explanations with regard to the systems used - for more detailed information, the reader should refer to the corresponding standards and more extensive specialist literature. The foreword to the standard states, among other things, that it includes not only the statutory units but also corresponding sizes stated in Anglo-American units. Under the German Units of Measurement Act, 22nd February 1985, the use of such units nationally and commercially in Germany is proscribed. Such units may only be quoted to aid business relationships with countries which still use these units.

Marking on the door of a container

A distinction is drawn between compulsory and optional marking. Compulsory ISO marking must be used on all containers, while optional marking does not have to be: they are included in the standard to improve understanding and to promote uniform application of marking. However, if a particular style of representation is specified for an optional mark, it must be complied with. The terms "compulsory" and "optional" used in the standard do not apply to the requirements of any legislative bodies, however. The following is a basic version of horizontal container marking.

Container identification marking

This Figure shows a version of vertical container marking.

Marking on the front end of a container

The container identification system specified in DIN EN ISO 6346 consists solely of the elements shown, which can only be used together:

owner code, consisting of three capital letters product group code, consisting of one of capital letters U, J or Z six-digit registration number check digit

The owner code must be unique and registered with the International Container Bureau (BIC - Bureau International des Containers - 14, Rue Jean Rey, 75015 Paris), either directly or through a national registration organization. The German BIC representative is the Studiengesellschaft fr den kombinierten Verkehr e.V., Brsenplatz 1, 60313 Frankfurt am Main (tel. +49 69 283571 or +49 172 6700597). The SGKV can provide information and handle applications for registration of an owner code. In the Figures shown, the owner code consists respectively of the letter combinations SUD and TEX. The product group code consists of one of the following three capital letters: U - for all freight containers J - for detachable freight container-related equipment Z - for trailers and chassis The term owner code may also apply to the combination of owner code and product group code, which is also known as an alpha prefix.

Alpha prefix absent

If the owner code is absent, the container cannot be identified. The registration or serial number consists of six digits. In the examples shown, these numbers are 307007 and 452149. If the container number consists of fewer than six digits, it is preceded by enough zeros to make a six-digit number sequence. The check digit, 9 and 6 respectively in the two examples shown, is always a single-digit number. It is usually in a box, to make it stand out from the registration number.

The check digit can be used to validate whether the owner code, product group code and registration number have been accurately transmitted. No freight information system (FIS), transport information system (TIS) or similar data processing system will accept a container number, if the result of the automatic checking procedure does not show agreement with the check digit. The procedure is deliberately designed to ensure that a number of transmission errors cannot cancel one another out, resulting in the acceptance of incorrect data. The checking procedure is as follows: An equivalent numerical value is assigned to each letter of the alphabet, beginning with 10 for the letter A (11 and multiples thereof are omitted):

The individual digits of the registration number keep their everyday value, i.e. 1 = 1, 2 = 2 etc. The following numerical values are accordingly obtained for the two examples with the alpha prefixes "SUDU" and "TEXU":

Each of these numbers is multiplied computationally, as a function of its position, by numerical values of 20 to 29: the first number by 1, the second by 2, the third by 3 and the 10th by 512.

The following calculations are performed for the two examples:

If the check digits 9 and 6 respectively are correctly input in each case during data entry, the system accepts the data. If someone makes a mistake when transmitting a container number and inputs the alphanumeric sequence TEXU 452149 into a corresponding system instead of TEXU 452159, the program would perform the following calculation:

Since the correct check digit for this container is 6, the system would indicate an error.

Disadvantage of check digit

The check digit 0 may occur twice, since it arises where the final difference is 0 and where it is 10. To ensure that this does not happen, the standard recommends that registration numbers should not be used which produce a final difference of 10. This is the case, however, with the registration number shown.

Correct identification using check digit

3.4

Size and type codes

The following photo shows a variant of horizontal marking which additionally includes country, size and type codes (in accordance with the 1985 version of DIN ISO 6346, use of which is still permitted):

Container identification including country, size and type codes

Appropriate abbreviations are used for the various countries, here US for United States of America, GB for Great Britain etc. The first digit of the size code indicates the length of the container, with the number 4 standing for a 40' container. The second digit indicates height and whether or not a gooseneck tunnel is present. In our example, the number 3 stands for a height of 8 foot 6 inches (8'6") with gooseneck tunnel. The first digit of the type code indicates container type. Here, 1 means that the container is a closed container with ventilation openings. The second digit of the type code relates to special features. The 0 used here means opening at the end. In the associated standard, columns are set out vertically:

The corresponding data are laid out underneath. The abbreviation g.n.t. stands for gooseneck tunnel. A differently laid out size code summary is shown below:

In the type code, the first digit (i.e. the 3rd digit overall) indicates the container type and the second (i.e. the 4th digit overall) indicates special features. However, there is a connection between the respective digits, which the following representation is intended to explain:

Incorrectly marked platform container

The digit sequence 4364 means: 40' long container 8'6" high with gooseneck tunnel and folding, freestanding posts. It should carry the digit sequence 4363, since the platform container has complete, folding end walls.

Here are some examples of marking in accordance with this older standard:

This container is 40' long (4), 8'6" high and has a gooseneck tunnel (3). The type code 00 states that it is a general purpose container which has opening(s) at one or both end(s).

This container is 20' long (2) and 8' 6" high (2). It is a ventilated standard container (1), with narrow, passive vents in the upper part (0).

This container is 40' long (4), 8'6" high and has a gooseneck tunnel (3). It is a ventilated standard container (1), with narrow, passive vents in the upper part (0).

Both of these are 20' containers (2), 8'6" high and constructed as tank containers (7) suitable for transporting hazardous materials to a pressure of 6.0 bar.

According to the old Annex F "size code designations" annexed to DIN ISO 6346 of August 1985, the two containers are 40' long (number 4) and 8'6" high with a gooseneck tunnel (number 3). According to Annex G "type code designations", both containers are partially ventilated closed containers, which have passive vents in the upper part of the cargo space, the total cross-sectional area of the vents being less than 25 cm per meter of container length (number combination 10). However, the coding does not indicate that the green container is 2.50 m wide.

Below: Warning due to 2.50 m width

The January 1996 edition of the standard bearing the same number includes another "size code", which has eradicated these inadequacies.

Like the above containers, this container is 40' long, 8' high and has a gooseneck tunnel (number sequence 43). The type code 51 states that it is an open-top container, with openings at one or both end walls and a removable top member in the end frame. The number sequence 43 stands for a length of 40' a height of 8'6" plus gooseneck tunnel. In each case the container is a flatrack, but ... the number sequence 63 is the code for a platform with complete folding end walls ... and the number sequence 64 is the code with a platform with folding, free-standing corner posts.

This flatrack allows verification of the coding, identification and marking according to old DIN EN ISO 6346 (1985), showing clearly that it is still valid, since the photo was taken in 2001. The marking beneath the container number reads RCX 4364. According to the old country code, RCX stands for China (Taiwan). The size code 43 states that it is a 40' container 8'6" high and with a gooseneck tunnel. The number combination 64 states that it is a platform with folding, free-standing corner posts.

Similar flatracks exist which are 20' long and 8'6" high, of course, but they don't have goosenecks. This is clear from the number sequence 22. The type code 64 is the same as for the previous example: platform with folding, freestanding corner posts.

Both containers have a nominal length of 40', but are higher than 8'6" and each have a gooseneck tunnel (size code number sequence 45). According to type code 10, both containers are partially ventilated closed containers, which have passive vents in the upper part of the cargo space, the total cross-sectional area of the vents being less than 25 cm per meter of container length.

According to the old 1984 standard: 4 = 40' Container 5 = > 8'6" high with gooseneck tunnel 3 = thermal 2 = refrigerated & heated

These photos show clearly that the container is a 40' long refrigerated container. According to the size code, the container height is > 8'6" - this is correct, as the container is 9 feet high. The number combination 32, given as the type code, states that the container may be refrigerated or heated. The following photo shows a variant of horizontal marking with size and type codes:

Size and type codes additionally stated in accordance with current standard

The container is 12,192 mm (40') long, 2,438 mm (8') wide and 2,591 mm (8'6") high. This is a general purpose container without ventilation, but which does have vents in the upper part of the

cargo space. The current standard, used for this marking, is not limited to numbers but also uses letters to make marking more precise. In addition, swap-bodies and the like are also covered by the coding. The superordinate term for both numbers and letters is character. The introductory country code has been discontinued. The first character of the size code indicates the length of the receptacle:

In the example, the 4 accordingly stands for a 40' container. The second character is the code for the height and width of the container.

The standard type code allows identification of container type and other characteristics. Since this system is not yet complete, the standard recommends use of the group code if special characteristics of the container type have not yet been fixed or are unknown. The highest unassigned code character should be used as a provisional mark when it is necessary to represent significant characteristics which are not yet included in the Table.

) 100 kPa = 1 bar = 105 Pa = 105 N/m = 14.5 lbf/in (PSI)

) 100 kPa = 1 bar = 105 Pa = 105 N/m = 14.5 lbf/in (PSI)

This Figure shows a variant of vertical container marking, with size and type code (on the left): The identifying details are more or less clearly visible.

Vertical container marking

Identifying mark plus size and type codes in horizontal arrangement

The container is 12,192 mm or 40' long (number 4 of first character of the size code). Its height is 2,895 mm or 9'6" and its width is greater than 2,438 mm or 8' and is less than or equal to 2,500 mm (letter E or second character of the size code). As regards type, the container is a general purpose container without ventilation, whose main characteristic is that it has vents in the upper part of the cargo space (characters G1 of the type code). The owner code and product group code often written in a box: . are also known as the alpha prefix. The check digit is

There now follows a number of examples of marking according to DIN EN ISO 6346, January 1996: According to the two characters 42 of the size code, the container is 12,192 mm or 40' long, 2,591 mm or 8'6" high and 2,438 mm or 8' wide. The type code characters G0 state that the container is a general purpose container without ventilation but with openings at one or both end(s).

According to the two character combinations 22 and 42 of the size code, the container on the left is 6,058 mm or 20' long and the two containers on the right are 12,192 mm or 40' long. All the containers are 2,591 mm or 8'6" high and 2,438 mm or 8' wide. The type code characters G1 state that the container is a general purpose container without ventilation but with vents in the upper part of the cargo space.

According to the two characters 22 of the size code, the container is 6,058 mm or 20' long, 2,591 mm or 8' 6" high and 2,438 mm or 8' wide. The type code characters P3 state that the container is a platform based container with folding complete end walls. According to the two characters 22 of the size code, the container is 6,058 mm or 20' long, 2,591 mm or 8' 6" high and 2,438 mm or 8' wide. The type code characters R1 state that the container is a thermal container which can be mechanically refrigerated and heated.

According to the two characters 28 of the size code, the container is 6,058 mm or 20' long, 1,295 mm or 4' 3" high and 2,438 mm or 8' wide. The type code characters P2 state that the container is a platform container with fixed posts, either free-standing (as here) or with removable top members.

According to the two characters 42 of the size code, the container is 12,192 mm or 40' long, 2,591 mm or 8'6" high and 2,438 mm or 8' wide. The type code characters U1 state that the container is an open-top container which may additionally be equipped with opening(s) at one or both end(s) plus removable top door rail in the end frame.

According to the two characters 45 of the size code, the container is 12,192 mm or 40' long, 2,895 mm or 9'6" high and 2,438 mm or 8' wide. The type code characters G1 state that the container is a general purpose container without ventilation but with vents in the upper part of the cargo space.

According to the two characters 45 of the size code, the container is 12,192 mm or 40' long, 2,895 mm or 9'6" high and 2,438 mm or 8' wide. The type code character P indicates that the container is a platform based container with complete end walls. The standard still gives type code P8 as being "spare".

Type code P8 has been used here for a "collapsible flat" (to the right), i.e. the end walls are collapsible for empty carriage.

According to the two characters 45 of the size code, the container is 12,192 mm or 40' long, 2,895 mm or 9'6" high and 2,438 mm or 8' wide. The type code characters R1 state that the container is a thermal container which can be mechanically refrigerated and heated.

According to the character 4 of the size code, the container is 12,192 mm or 40' long. The character C indicates that the container has a height of 2,591 mm or 8' 6" and a width ranging between > 2,438 mm and < 2,500 mm. According to type code G1, the container is a general purpose container without ventilation, which nonetheless has vents in the upper part of the cargo space.

The character 4 stands for the length 12,192 mm or 40'. E states that the container has a height of 2,895 mm or 9' 6" and a width ranging between > 2,438 mm and < 2,500 mm. The type code characters G1 state that the container is a general purpose container without ventilation but with vents in the upper part of the cargo space.

Given the large number of containers available today, it is impossible to tell how long the current codings will suffice and when more characters will need to be introduced.

3.5

Operational markings

The operational markings according to DIN EN ISO standard 6346, January 1996, are intended to simplify use of the container by providing additional information and warnings. These markings also include both compulsory and optional markings. Examples of compulsory markings are those indicating gross weight and tare weight, which naturally have to agree with those on the CSC Approval Plate. The standard prescribes the following form and sequence for marking of gross and tare weights:

Standard operational markings: gross and tare weights

Non-standard operational markings: gross and tare weights

On this container, the minimum compulsory marking requirements are fulfilled as far as the data are concerned, but the sequence is wrong, the English customary values being given first. It is also compulsory to affix certain warning symbols. These include pictograms for air/surface containers, the danger posed by overhead power cables and height markings for containers which are higher than 2.6 m (8'6"). All air/surface containers should carry the following pictograms:

To indicate that these containers have limited stackability, the symbols should be affixed where possible in the upper left-hand corner of the end and side walls and the roof. The symbol is in black. If the color of the container makes it difficult to see the symbol clearly, it should be applied to a different background of a more suitable color, preferably white.

Distinguishability of labels against different background colors

According to the standard, the symbols should have the following dimensions: aircraft 130 mm (5"), stackability symbols 280 mm (11") high and 260 mm (10") high. The capital letters should be at least 80 mm (3") high. All containers equipped with ladders must be provided with a warning symbol, which indicates the danger posed by overhead power cables. The height of the lightning in the warning symbol must be at least 175 mm (6.875"). The size of the warning symbol, measured between the outer edges of the black border, must be no less than 230 mm (9"). The symbol must be affixed in the vicinity of the ladder.

Symbol warning against the danger posed by overhead power cables

(2) = Non-standard warning symbol

It is sensible to affix the lightning symbol (2) to the upper part of the ladder (1). It is not necessary, however, to affix signs (3) indicating that the container has a height of 2.6 m or 8'6".

Different ways of writing 2.6 m and the English customary dimension

DIN EN ISO 6346 of January 1996 stipulates that all containers higher than 2.6 m (8'6") must carry the following compulsory markings:

a height marking on each side yellow and black stripes, visible at the top and side, which must be affixed in the upper part of each side and end. These must start at the corner castings and extend at least 300 mm (12").

The height marking must be at least 155 mm high and 115 mm wide (6" x 4.5"). The characters should be as large as possible, so that they are clearly visible. The sign should be affixed at least on each side of the container, in each case in the vicinity of the right-hand edge no more than 1.2 m (4') from the top edge of the container and no more than 0.6 m (2') from the right-hand edge (beneath the identification number).

Height marking for containers > 2.6 m high

Yellow and black stripes constitute part of the height marking

Optional markings, such as mirror images of the height marking at every suitable point (e.g. end wall), may be affixed.

Mirror image of the height marking

In mirror image: 9'6" HIGH CAUTION

Optional height marking

It has always been usual to mark high-cube containers with optional markings of various designs. The upper pair of images show a container marked according to the January 1996 edition of DIN EN ISO 6346, while the lower pair show a container marked according to the August 1985 edition of DIN ISO 6346. It is always sensible to emphasize the height of individual containers, even if it doesn't always help.

Height markings do have to be observed.

One possible optional operational marking which most operators do affix states maximum payload or net cargo weight, which is the difference between the maximum gross weight and the tare weight of a container. Although this marking is optional, the standard does stipulate that the weight labeled NET be given first in kilograms and then in pounds. In general, the various markings are so arranged that the weight data are followed by container volume data.

Weight and volume markings on 40' containers

Partially hidden or covered weight and volume data

The maximum gross weight may well deviate from the standard values.

M.G.W. = Maximum Gross Weight .... and in Chinese characters too