40' HC / 45G1
40-Fuß-Container high cube
Ein Fuß mehr Innenhöhe als beim 40-Fuß-Standard. Achten Sie auf die Gesamthöhe auf einem Standardchassis; ein Gooseneck holt den Spielraum zurück.
Außen, innen, und die Tür
So sieht es aus
Spezifikation
| Maß | 40-Fuß-Container high cube |
|---|---|
| Außenlänge | 480″ 40′ |
| Außenbreite | 96″ 8′ |
| Außenhöhe | 114″ 9′ 6″ |
| Innenlänge | 473.5″ 39′ 5.5″ |
| Innenbreite | 92.5″ 7′ 8.5″ |
| Innenhöhe | 106″ 8′ 10″ |
| Türbreite | 92″ 7′ 8″ |
| Türhöhe | 101.5″ 8′ 5.5″ |
| Leergewicht | 8,750 lb |
| Max. Zuladung | 58,450 lb |
| Zulässiges Straßengewicht | 44,000 lb |
| Max. Gesamtgewicht | 67,200 lb |
| Volumen | 2,695 ft³ |
| Chassis | Standard 40ft, or a gooseneck to claw back travel height |
Das sind Nennwerte für diesen Ausrüstungstyp. Echte Container schwanken je nach Hersteller, Reederei und Baujahr, und das Leergewicht steht auf der Tür der Einheit, die Sie bekommen. Schicken Sie uns die Containernummer, wir prüfen gegen die echte.
What a 40ft high cube is
A 40ft high cube is the standard 40 with a foot added to its height. Outside it is 40 ft long, 8 ft wide and 9 ft 6 in tall rather than 8 ft 6 in. Inside, the nominal figures are about 39 ft 5.5 in by 7 ft 8.5 in by 8 ft 10 in, which works out at roughly 2,695 cu ft against the standard box's 2,389. The door opening is around 7 ft 8 in wide by 8 ft 5.5 in tall.
It is the most common box on many trades now, so a shipment described simply as a 40 is often this one. The extra steel costs a little weight: tare runs near 8,750 lb where a standard 40 sits around 8,380, which takes a few hundred pounds off what you can legally load. These are nominal figures for the type, and the tare that counts is stencilled on the door of the actual unit.
When the extra foot earns its place
Height is the only thing that changes, so the high cube pays when the freight is tall. Machinery on a skid, crated equipment, racking, anything that wants a second tier and runs out of ceiling in a standard 40 at 7 ft 10 in. Across 39 ft of floor, one extra foot of height is a lot of usable volume, and it often collapses a two container shipment into one.
It does nothing for weight. Legal road cargo is 44,000 lb for both boxes on a standard chassis, so a dense load gains nothing and, with a few hundred pounds more tare, loses a little. It does nothing for width either: at about 7 ft 8.5 in inside, two 48 in pallet edges will not sit side by side in either box. If width is the problem, the 45 ft wide body run on the South Florida trades is 102 in outside and takes two 48 in pallets across. If the cargo will not fit any box at all, the conversation moves to an open top, a flat rack or an open deck trailer.
What people get wrong: travel height, and the door
Florida's legal travel height is 13 ft 6 in, and the thing being measured is the whole vehicle, not the container. A 9 ft 6 in box on a standard chassis deck can sit within inches of that, which is legal and perfectly normal on ordinary routes, but it leaves nothing spare for a low canopy at the receiving yard, an older overpass on a local approach, or a dock with a soffit over it. A gooseneck chassis drops the box and buys back clearance, and it is worth asking for before the route is set rather than after a driver has stopped short of a bridge.
The second mistake is measuring cargo against the ceiling. The interior stands about 8 ft 10 in and the door opening is roughly four inches less, so a crate that fits the box will not always pass the opening. Measure the load with its pallet or skid included, at both ends of the trip, because the customer's own dock door is frequently the tightest opening on the whole journey.
What to send to get it booked
Send the container number, the steamship line and the terminal first. Those decide the gate requirement and the appointment, and they are the difference between a move that is planned and one that waits. Add the last free day, the delivery address and the cargo weight as it reads on the bill of lading.
Then say the thing specific to this box: whether anything on the route or at the delivery is tight on height. A canopy, a gate with a bar across it, an overpass on the last mile, a dock door with a known clearance. That is what decides whether a standard chassis is fine or a gooseneck is the right call, and it is a ten second answer when it is asked early and a wasted trip when it is not.
Work it out first
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Klare Antworten
What is the door opening of a 40ft high cube?
About 7 ft 8 in wide by 8 ft 5.5 in tall on the nominal figures for the type. Both are smaller than the interior, and the height is the one that surprises people: there is roughly 8 ft 10 in of ceiling inside but only about 8 ft 5.5 in of way in. Anything loaded through the end has to clear the header and the sill, so measure the crate on its pallet against the opening rather than against the interior height.
How tall is a 40ft high cube on a chassis?
The box is 9 ft 6 in on its own, and what matters on the road is the box plus the deck it sits on. On a standard container chassis a high cube often ends up within inches of Florida's 13 ft 6 in legal height, which is fine on ordinary routes and unforgiving everywhere else: low canopies, older overpasses, a dock apron with a soffit above it. A gooseneck or drop frame chassis sits the box lower and buys the clearance back.
What is a gooseneck chassis for?
It is a chassis with a dropped frame behind the kingpin, so a tall container rides lower than it would on a flat deck. On a 9 ft 6 in high cube that difference is the margin against the 13 ft 6 in limit, which is why it comes up on high cubes and almost never on standard boxes. It is worth asking for when the route has a known low clearance, or when the delivery has a canopy the driver has to get under.
Is a 40ft high cube more expensive to move than a standard 40?
The move itself is the same work: the same chassis in most cases, the same terminal, the same appointment. What can change the price is height. If the route needs a gooseneck, or the delivery has a clearance that has to be planned around, that is equipment and planning rather than a surcharge on the box being taller. Weight behaves almost identically, since the extra steel only costs a few hundred pounds of payload.
How much more does a 40ft high cube hold than a standard 40?
About 2,695 cu ft against 2,389, so roughly 300 cu ft or one extra foot of height across the whole floor. The floor plan does not change at all: same 39 ft 5.5 in of length, same 7 ft 8.5 in of width, same pallet count on the deck. The gain is entirely vertical, which is why it helps tall single pieces and second tier stacking and does nothing for a load that was already width limited.
Welche Innenmaße hat ein 40-Fuß-Container high cube?
Innenlänge, -breite und -höhe stehen in der Spezifikationstabelle auf dieser Seite, neben den Außenmaßen und der Türöffnung. Die Türöffnung ist das Maß, das entscheidet, ob eine Maschine hineinpasst, und sie ist kleiner als der Innenraum.
Welches Chassis braucht ein 40-Fuß-Container high cube?
Standard 40ft, or a gooseneck to claw back travel height. Wir bringen das Chassis mit, eine Buchung hängt also nicht davon ab, was das Terminal an dem Morgen verfügbar hat.
Geht das auch mit Übergewicht?
Ja, auf dem richtigen Chassis und mit der richtigen Genehmigung. Übergewicht ist eine eigene Frage, unabhängig von der Containergröße, und die Häfen haben zusätzlich zu den Grenzen des Bundesstaats ihre eigenen.
Woher ziehen Sie 40-Fuß-Container high cube?
Port of Miami, Port Everglades, Port of Palm Beach, POMTOC, South Florida Container Terminal, Seaboard Marine, Florida International Terminal, Port Everglades Terminal, Crowley, King Ocean, MSC, Tropical Shipping, Antillean Marine, FEC Port Everglades ICTF, FEC Hialeah rail ramp and CSX ramp.
Was ist der last free day?
Der letzte Tag, an dem Ihr Container im Terminal stehen darf, bevor Lagerkosten anfallen. Wird er verpasst, läuft das demurrage täglich weiter, und deshalb ist ein pre-pull fast immer günstiger als Warten.
Was ist ein pre-pull?
Wir holen den Container aus dem Terminal, bevor Sie so weit sind, und stellen ihn auf einem Hof ab. Das stoppt das demurrage zu Terminalsätzen und nimmt den Druck von Ihren Annahmezeiten.
Was ist der Unterschied zwischen demurrage, per diem und detention?
Drei verschiedene Kosten von verschiedenen Parteien. Demurrage berechnet Ihnen das Terminal, weil die Ladung nach Ablauf der Freizeit noch hinter dem Tor steht. Per diem berechnet Ihnen die Reederei, weil ihr Container über die Freizeit hinaus draußen ist. Detention ist die Zeit des Frachtführers, berechnet, wenn ein Fahrer an Ihrer Rampe über das freie Zeitfenster hinaus wartet. Sie können gleichzeitig laufen, und so wird eine Rechnung schnell unschön.
Wie bekomme ich einen Preis?
Schicken Sie Strecke, Equipment, Containergröße und Hafen, dann kommt eine Zahl zurück. Angebote und Disposition laufen rund um die Uhr unter quotes@dariaslogistics.com.
Was ist in einem drayage-Angebot wirklich enthalten?
Der Transport selbst, dazu die Nebenkosten, die später überraschen: Chassis, pre-pull, per diem, demurrage, detention und Lagerung. Wir nennen sie lieber vorher, als sie später auf eine Rechnung zu setzen.