Will it fit
Will it fit: container sizing tool and door openings
Type the size of one piece or one pallet: which container takes it, which door it clears, and how many fit on the floor and stacked. It runs in your browser.
Put in the dimensions of the machine and it tells you which containers take it, which door it clears and by how much, and how many inches would open up a cheaper box. Nothing is sent anywhere: it runs in your browser.
One thing decides most of these and almost everybody gets it backwards. Compare your load against the DOOR opening, not the interior. A 40ft high cube is 106in tall inside and 101.5in at the door, and it is the door your machine has to pass through.
It goes in a box. No flat rack, no out of gauge handling, and no crate for sea exposure, because a closed container is the weather protection.
Take 8in off the height and a 20ft standard opens up, which is cheaper and easier to source. On a machine tool that is often a travelling head parked at the bottom of its stroke rather than the top.
| Container | Door opening | This machine |
|---|---|---|
| 45ft high cube, 102in wide | 98″ × 107″ | Fits, 9in over |
| 20ft high cube | 92″ × 101.75″ | Fits, 3.8in over |
| 40ft high cube | 92″ × 101.5″ | Fits, 3.5in over |
| 45ft high cube | 92″ × 101″ | Fits, 3in over |
| 40ft high cube reefer reefer | 89″ × 94″ | Too tall by 4in |
| Open top | loads from the top | Too tall by 6in |
| 20ft standard | 92″ × 90″ | Too tall by 8in |
| 40ft standard | 92″ × 89.5″ | Too tall by 8.5in |
| 20ft reefer reefer | 89″ × 84″ | Too tall by 14in |
| 40ft reefer reefer | 89″ × 84″ | Too tall by 14in |
Measured against door openings, not interiors, and assuming the load goes in upright on its own base. Availability is a separate question: a 45ft wide box is common on the Caribbean and Latin America services out of Miami and rare elsewhere. Send us the numbers and we will tell you what is actually callable on your lane.
On weight, the number that binds you is the road one, not the box's plate. A container may be rated to carry 56,000lb or more at sea, while a US road move is capped at 80,000lb for the whole combination, so once a tractor, a chassis and the container's own empty weight are paid for, the legal cargo is commonly in the low forties of thousands of pounds. Rows marked carrier published are the shipping line's own highway figures. Rows marked our arithmetic are 80,000lb less a tractor, a chassis and the tare, and a lighter day cab or a lightweight chassis buys some of it back.
The road figures here are the published ones, not arithmetic on a guessed tractor: the Florida road table and the ocean carriers' OCEMA guideline for the dry boxes, Crowley's equipment specifications for the 45s and the reefers. A 40 ft dry box takes 44,000 lb of cargo on a standard chassis, a 45 about 41,700, a 40 ft reefer about 40,000, and a 20 stops at 38,000 unless it rides a tri-axle. Over those numbers the load is a permitted overweight move, not an illegal one.
The 20ft figures are published rather than calculated, and that is deliberate. A 20 is not stopped by gross weight: loaded to 38,000lb the whole combination weighs about 66,000, well under the limit. What stops it is the bridge formula, which cares how tightly weight is packed into a length of road, and a tractor with a 20ft chassis puts four axles into about 22 feet. Subtracting your way to a 20ft answer returns roughly 52,000lb and would be illegal by a wide margin, so we use carriers own published numbers instead. A tri-axle takes a 20 to about 44,000lb. If your 20 is heavy, call before it is loaded rather than after.
There is an escape hatch for the longer boxes. Florida issues a sealed container permit allowing up to 100,000lb gross on named routes, provided the container keeps its original unbroken seal throughout, and for freight a few thousand pounds over it often beats a second container. Check the conditions first: five load bearing axles minimum and an outer bridge of 51 feet or more. A tractor and a 20ft chassis measure around 37 to 40 feet, so a 20 does not reach it on ordinary equipment. This is a 40 and 45 instrument. One ceiling the permit prose never mentions: the chassis has its own rating, and a pool extendable is commonly rated to carry about 58,200lb of loaded container, so on a permitted 45 the chassis can stop you at roughly 47,600lb of cargo whatever the permit allows.
Whether that box is actually callable on your lane is the part this tool cannot answer. Send the numbers across and we will tell you what is running, and what it takes to get the machine into one.
Every door opening, whatever you are shipping
| Container | Door opening | Interior | Road legal cargo | Plate rating, at sea |
|---|---|---|---|---|
| 20ft standard | 92″ × 90″ | 232″ × 92″ × 94″ | 38,000 lb 44,000 lb on a tri-axle | 62,350 lb |
| 20ft high cube | 92″ × 101.75″ | 232″ × 92.5″ × 106″ | 38,000 lb 44,000 lb on a tri-axle | 62,000 lb |
| 40ft standard | 92″ × 89.5″ | 473.5″ × 92.5″ × 94″ | 44,000 lb | 58,820 lb |
| 40ft high cube | 92″ × 101.5″ | 473.5″ × 92.5″ × 106″ | 44,000 lb | 58,450 lb |
| 45ft high cube | 92″ × 101″ | 533″ × 92″ × 106″ | 41,700 lb | 56,620 lb |
| 45ft high cube, 102in wide | 98″ × 107″ | 534″ × 99″ × 107″ | 41,700 lb | 56,730 lb |
| 20ft reefer | 89″ × 84″ | 212″ × 89″ × 86″ | 34,000 lb 40,000 lb on a tri-axle | 60,600 lb |
| 40ft reefer | 89″ × 84″ | 452″ × 89″ × 86″ | 40,000 lb | 56,700 lb |
| 40ft high cube reefer | 89″ × 94″ | 452″ × 89″ × 98″ | 40,000 lb | 56,620 lb |
| Open top | 92″ × 90″ | 473″ × 92″ × 92″ | 44,000 lb | 58,600 lb |
Reference
What it weighs empty, and what it may legally carry
Florida legal gross is 80,000 lb for the whole combination, 34,000 lb on a tandem and 20,000 lb on a single axle, and the bridge formula ties the allowance to axle spacing. The tractor, the chassis or trailer and the empty box all come out of that 80,000 before the cargo does, which is why the empty weights matter. Over the legal figure the load is a permitted overweight move, not a forbidden one.
| Equipment | Empty weight, typical | Who publishes the figure |
|---|---|---|
| Day cab tractor, fueled | 15,000 to 20,000 lb | no maker publishes a curb weight; scale tickets |
| 40 ft gooseneck chassis, 2 axles | 6,400 lb | Cheetah Chassis |
| 20 ft extendable chassis | 6,450 lb | Cheetah Chassis |
| 20/40 ft tri-axle chassis | 9,350 to 9,700 lb | Cheetah Chassis |
| Plateau | 10,300 lb | Fontaine Infinity 48 ft combo, 10,180 to 10,420 |
| Step deck | 11,000 lb | Fontaine Infinity drop deck 10,495; Velocity steel 11,480 |
| Lowboy | 17,900 lb | Pitts 35 ton fixed neck from 17,900; 17,000 to 24,000 by build |
| RGN, col de cygne amovible | 22,500 lb | Talbert 55 ton 22,510; Kalyn Siebert 21,592; 23,300 with a flip axle |
| Remorque fermée | 13,600 lb | Great Dane 13,300; Wabash DuraPlate 13,600 to 13,900 |
| Remorque réfrigérée | 14,500 lb | Utility 3000R with unit 14,455; Great Dane Everest 15,200 |
| Container | Weight of the empty box | Max cargo on a normal chassis | Max cargo on a tri-axle chassis | Max cargo with an overweight permit |
|---|---|---|---|---|
| Conteneur de 20 pieds | 4,850 lb | 38,000 lb | 44,000 lb | 46,000 lb |
| Conteneur de 20 pieds high cube | 5,200 lb | 38,000 lb | 44,000 lb | 46,000 lb |
| Conteneur de 40 pieds | 8,380 lb | 44,000 lb | 51,000 lb | |
| Conteneur de 40 pieds high cube | 8,750 lb | 44,000 lb | 51,000 lb | |
| Conteneur de 45 pieds high cube | 10,580 lb | 41,700 lb | ||
| 45 pieds high cube, 102 pouces de large | 10,220 lb | 41,700 lb | ||
| Reefer de 20 pieds | 6,600 lb | 34,000 lb | 40,000 lb | 41,000 lb |
| Reefer de 40 pieds | 10,500 lb | 40,000 lb | 43,000 lb | |
| Reefer de 40 pieds high cube | 10,580 lb | 40,000 lb | 43,000 lb | |
| Open top | 8,600 lb | 44,000 lb | 51,000 lb |
| Trailer | Weight of the empty trailer | Max cargo, legal without a permit |
|---|---|---|
| Plateau | 10,300 lb | 48,000 lb |
| Step deck | 11,000 lb | 48,000 lb |
| Lowboy | 17,900 lb | 80,000 lbwhat the trailer is built to carry; anything near it moves under an overweight permit with extra axles |
| RGN, col de cygne amovible | 22,500 lb | 150,000 lbwhat the trailer is built to carry; anything near it moves under an overweight permit with extra axles |
| Remorque fermée | 13,600 lb | 45,000 lb |
| Remorque réfrigérée | 14,500 lb | 44,000 lb |
Container figures: the Florida road weight table published for drayage, the ocean carriers' OCEMA guideline, and Crowley's equipment specifications; box tares are nominal for the type and the real one is stencilled on the door. Trailer and chassis figures: the makers and their dealers, as named. Empty weights move by build and options, so treat them as typical and weigh the real unit when a load is close to a limit.
Why this is free
Because the answer is arithmetic and the numbers are published, so charging for it would be charging for a lookup. The work we are actually paid for starts after this: getting the box, getting the machine into it, and getting the paperwork right. If the tool tells you it fits in a dry container and saves you a flat rack and a crate, that is a good outcome for us even though it is the cheaper move.
It will also tell you plainly when the flat rack was the right call. That is not a failure, and for plenty of machines it is simply correct: the load is lifted straight down onto an open deck with nothing to squeeze past, which is gentler than threading it through a doorway.
The reasoning behind it
Questions
Réponses directes
Comment obtenir un tarif ?
Envoyez la route, l'équipement, la taille du conteneur et le port, et nous revenons avec un chiffre. Tarifs et répartition 24h/24 à quotes@dariaslogistics.com.
Que comprend vraiment un devis de drayage ?
Le déplacement lui-même, plus les accessoires qui surprennent après coup : châssis, pre-pull, per diem, demurrage, detention et stockage. Nous préférons les nommer d'entrée plutôt que les ajouter à une facture.
Puis-je appeler ?
Oui. Tout est quand même confirmé par écrit : le tarif annoncé est celui qui est dans votre boîte mail, avec les accessoires listés, donc rien ne dépend de qui se souvient de ce qui a été dit au téléphone.
Combien de préavis vous faut-il pour réserver un conteneur ?
Le plus tôt sera le mieux, surtout si le last free day est proche. Le jour même est souvent possible ; un ou deux jours nous laissent le choix des créneaux de rendez-vous.
De quoi avez-vous besoin de ma part pour libérer un conteneur ?
Le numéro de conteneur, le bill of lading ou le numéro de booking, le delivery order de la compagnie maritime ou de votre transitaire, la mainlevée de douane, et l'adresse de livraison avec les horaires de réception.
Travaillez-vous avec des transitaires et des courtiers en douane ?
L'essentiel de notre travail passe par eux. Nous prenons le delivery order, nous gérons le terminal, et nous rendons compte à celui qui coordonne.
Combien de conteneurs déplacez-vous ?
Plus de 300 par jour entre PortMiami, Port Everglades et les rampes ferroviaires du sud de la Floride, soit environ 100 000 par an, plus de 150 000 EVP dans la mesure qu'utilisent les ports. Ce volume explique qu'un châssis ou un créneau de rendez-vous soit presque toujours disponible quand votre conteneur en a besoin.
La capacité est tendue et aucun transporteur ne prend mon chargement. Vous pouvez ?
C'est un appel que nous aimons. Envoyez le chargement même si tout le monde a dit la semaine prochaine : avec plus de 300 conteneurs par jour sur le réseau, il y a presque toujours un camion, et quand il n'y en a vraiment pas, vous le savez en quelques minutes plutôt que dans le silence. Pas de contrat ni de volume minimum ; un chargement, coté par écrit, c'est ainsi qu'ont commencé la plupart de nos relations avec les brokers.
En combien de temps revient un devis ?
Généralement en 10 minutes, par écrit, à toute heure. Le bureau qui cote votre transport est celui qui le dispatche : un devis n'attend jamais l'équipe du matin. Un convoi exceptionnel ou un transport multi-arrêts peut prendre plus de temps, et nous le disons d'emblée plutôt que de rester silencieux.
Qu'est-ce que le last free day ?
Le dernier jour où votre conteneur peut rester à l'intérieur du terminal avant que les frais de stockage commencent. Passé ce jour, le demurrage s'accumule chaque jour, et c'est pour ça qu'un pre-pull revient presque toujours moins cher que d'attendre.
Qu'est-ce qu'un pre-pull ?
Nous récupérons le conteneur au terminal avant que vous soyez prêt et nous le gardons sur un parc. Ça arrête le demurrage aux tarifs du terminal et ça enlève la pression sur vos horaires de réception.
Quelle est la différence entre demurrage, per diem et detention ?
Trois frais différents, de parties différentes. Le demurrage, c'est le terminal qui vous facture la marchandise encore à l'intérieur du portail au-delà du temps franc. Le per diem, c'est la compagnie maritime qui vous facture le fait de garder son conteneur dehors au-delà du temps franc. Le detention, c'est le temps du transporteur, facturé quand un chauffeur attend à votre quai au-delà de la fenêtre franche. Ils peuvent courir en même temps, et c'est comme ça qu'une facture devient vite salée.
Qu'est-ce qu'un chassis split ?
Quand le châssis dont vous avez besoin n'est pas au même endroit que le conteneur, donc le camion fait un trajet en plus pour aller le chercher avant même de pouvoir charger. Ça coûte un déplacement et c'est la ligne surprise la plus courante sur une facture de drayage.
Comment garder les frais bas ?
Surveillez le last free day, faites un pre-pull si votre quai n'est pas prêt, déchargez en drop and pick plutôt qu'en dépotage sur place quand vous pouvez, et prévenez-nous tôt si les plans changent. Presque toute grosse facture d'accessoires remonte à une décision prise un jour trop tard.