Container dimensions: what fits and what it weighs.

• Plate rating of 30,480 or 32,500 kg depending on the series; the unit’s CSC plate governs. At 30,480 kg the payload is 28,160 to 28,330 kg; at 32,500 kg, 29,930 to 30,250 kg.
• Dimensions: the figure published is the low end of the range across shipping lines (interior 5.86–5.90 × 2.33–2.35 × 2.36–2.39 m; door 2.33–2.34 × 2.26–2.29 m; volume 32.9 to 33.2 m³).
• ISO exterior: 6.058 × 2.438 × 2.591 m. Tare of up to 2,570 kg in series with a steel floor.
• Wood floor: up to 5,460 kg per forklift axle and 4.8 t per linear meter of evenly spread load; securement points rated at 1,000 kg (Hapag-Lloyd).

• Costa Rica, 2-axle chassis: 39,000 kg − tractor and 2-axle chassis 11,650 kg − container 2,300 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Costa Rica, 3-axle chassis: With 45,500 kg and a tractor and 3-axle chassis of 12,700 kg, the calculation exceeds the container plate: the range is the maximum plate payload according to ONE and Seaboard Marine spec sheets. On a 20’ the axle group limit is usually reached first. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 2-axle chassis: 37,000 kg − tractor and 2-axle chassis 11,650 kg − container 2,300 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). The maximum is the figure from that same table, not an independent confirmation. High risk of exceeding the 16 t tandem. Applies to Guatemala (international cargo), El Salvador, Honduras and Nicaragua. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 3-axle chassis: 41,000 kg − tractor and 3-axle chassis 12,700 kg − container 2,300 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). The maximum is the figure from that same table, not an independent confirmation. Applies to Guatemala (international cargo), El Salvador, Honduras and Nicaragua. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Panama, 2-axle chassis: 38,300 kg (sum of axle limits, not a figure in the law) − tractor and 2-axle chassis 11,650 kg − container 2,300 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Low confidence. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.

Limits by country and by axle: Weights and dimensions by country. Pallets, cubic volume and weight of your cargo: Load calculator.

• Plate rating of 30,480 or 32,500 kg depending on the series; the unit’s CSC plate governs. At 30,480 kg the payload is 26,670 to 26,840 kg; at 32,500 kg, 28,750 to 28,860 kg. The high end (28,870 kg) comes from the Maersk spec sheet, which does not state the plate rating.
• Dimensions: the figure published is the low end of the range across shipping lines (interior 12.01–12.03 × 2.33–2.35 × 2.36–2.39 m; door 2.33–2.34 × 2.26–2.29 m; volume 67.2 to 67.7 m³).
• ISO exterior: 12.192 × 2.438 × 2.591 m.
• Floor: up to 3 t per linear meter of evenly spread load; securement points rated at 1,000 kg (Hapag-Lloyd).

• Costa Rica, 2-axle chassis: 39,000 kg − tractor and 2-axle chassis 11,650 kg − container 3,700 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Costa Rica, 3-axle chassis: With 45,500 kg and a tractor and 3-axle chassis of 12,700 kg, the calculation exceeds the container plate: the range is the maximum plate payload, combined for 40’ and 40’ HC depending on the equipment (ONE and Seaboard Marine spec sheets). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 2-axle chassis: 37,000 kg − tractor and 2-axle chassis 11,650 kg − container 3,700 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Applies to Guatemala (international cargo), El Salvador, Honduras and Nicaragua. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 3-axle chassis: 41,000 kg − tractor and 3-axle chassis 12,700 kg − container 3,700 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Applies to Guatemala (international cargo), El Salvador, Honduras and Nicaragua. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Panama, 2-axle chassis: 38,300 kg (sum of axle limits, not a figure in the law) − tractor and 2-axle chassis 11,650 kg − container 3,700 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Low confidence. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.

Limits by country and by axle: Weights and dimensions by country. Pallets, cubic volume and weight of your cargo: Load calculator.

• Plate rating of 30,480 or 32,500 kg depending on the series; the unit’s CSC plate governs. At 30,480 kg the payload is 26,560 kg (Seaboard); at 32,500 kg, 28,200 to 28,800 kg.
• Dimensions: the figure published is the low end of the range across shipping lines (interior 12.01–12.03 × 2.33–2.35 × 2.69–2.70 m; door 2.33–2.34 × 2.56–2.60 m; volume 75.9 to 76.4 m³). Tare of up to 4,300 kg in series with a steel floor.
• ISO exterior: 12.192 × 2.438 × 2.896 m.
• Height on the road (indicative calculation): on a gooseneck chassis it stands at ≈ 4.115 m, 3.5 cm below the 4.15 m maximum of the Central American Agreement; on a standard flatbed (≈ 4.41 m) it exceeds it.
• Floor: up to 3 t per linear meter of evenly spread load; securement points rated at 1,000 kg (Hapag-Lloyd).

• Costa Rica, 2-axle chassis: 39,000 kg − tractor and 2-axle chassis 11,650 kg − container 3,900 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Costa Rica, 3-axle chassis: With 45,500 kg and a tractor and 3-axle chassis of 12,700 kg, the calculation exceeds the container plate: the range is the maximum plate payload, combined for 40’ and 40’ HC depending on the equipment (ONE and Seaboard Marine spec sheets). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 2-axle chassis: 37,000 kg − tractor and 2-axle chassis 11,650 kg − container 3,900 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Applies to Guatemala (international cargo), El Salvador, Honduras and Nicaragua. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 3-axle chassis: 41,000 kg − tractor and 3-axle chassis 12,700 kg − container 3,900 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Applies to Guatemala (international cargo), El Salvador, Honduras and Nicaragua. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Panama, 2-axle chassis: 38,300 kg (sum of axle limits, not a figure in the law) − tractor and 2-axle chassis 11,650 kg − container 3,900 kg. Tare derived from a 2015 Crowley table (equipment in Guatemala). Low confidence. Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.

Limits by country and by axle: Weights and dimensions by country. Pallets, cubic volume and weight of your cargo: Load calculator.

• Plate rating of 30,480 or 32,500 kg depending on the series; the unit’s CSC plate governs. At 30,480 kg the payload is 25,600 kg (Seaboard); at 32,500 kg, 27,450 to 27,850 kg.
• Dimensions: the figure published is the low end of the range across shipping lines (interior 13.53–13.56 × 2.33–2.35 × 2.69–2.70 m; door 2.33–2.34 × 2.56–2.60 m; volume 85.5 to 86.0 m³).
• ISO exterior: 13.716 × 2.438 × 2.896 m, the same height as the 40’ HC: the same road height check applies. It has corner castings at the 40’ and the 45’ positions (Hapag-Lloyd).
• Seaboard also operates a 45’ that is 2.59 m wide on the outside (not ISO): interior 13.55 × 2.50 × 2.69 m, 91.4 m³, tare of 5,200 kg and payload of 25,280 kg.
• Maersk uses a tare of 3.9 to 4.9 t for the 45’ HC in its weight calculations for Central America.
• Pallet positions: no published figure that could be verified.

• The height published (2.15 m) is the usable stowage height up to the red load line, which sits at 2.15 to 2.21 m depending on the series; it is not the ceiling. The full interior height is 2.23 to 2.33 m.
• Plate rating of 30,480 to 32,000 kg depending on the series; the unit’s CSC plate governs. Seaboard publishes a gross weight of 24,000 kg, with a payload of 21,040 kg.
• Dimensions: the figure published is the low end of the range across shipping lines (interior 5.43–5.54 × 2.28–2.32 m; door 2.28–2.32 × 2.22–2.29 m; volume 27.9 to 29.9 m³).
• Range of −40 °C to +30 °C; three-phase plug, 380 V/50 Hz to 460 V/60 Hz, 32 A, with a cable of up to 18 m (Hapag-Lloyd fleet).
• Genset: a diesel generator set that powers the refrigeration unit on the road, where the three-phase supply (380 to 460 V, 32 A) of the vessel or the terminal is not available. It is mounted on the front of the container (clip-on) or under the chassis (undermount); it weighs 621 to 830 kg without fuel (≈ 0.8 to 1.3 t with fuel, estimated) and that weight is subtracted from the allowed cargo. Run time and fuel consumption: no verified data.
• Pallet positions: no published figure that could be verified.

• The height published (2.40 m) is the usable stowage height up to the red load line, which sits at 2.40 to 2.47 m depending on the series; it is not the ceiling. The full interior height is 2.53 to 2.59 m.
• Plate rating of 34,000 to 35,000 kg; the unit’s CSC plate governs. Every Hapag-Lloyd series is rated at 34,000 kg; MSC publishes 35,000 kg and the ONE spec sheet adds up to 35,000 kg, with payloads of 30,260 to 30,510 kg.
• Dimensions: the figure published is the low end of the range across shipping lines (interior 11.58–11.60 × 2.28–2.29 m; door 2.28–2.29 × 2.50–2.57 m; volume 66.7 to 67.9 m³).
• ISO exterior: 12.192 × 2.438 × 2.896 m, the same as the 40’ HC dry container: the same road height check applies.
• Range of −40 °C to +30 °C; three-phase plug, 380 V/50 Hz to 460 V/60 Hz, 32 A, with a cable of up to 18 m (Hapag-Lloyd fleet).
• Genset: a diesel generator set that powers the refrigeration unit on the road, where the three-phase supply (380 to 460 V, 32 A) of the vessel or the terminal is not available. It is mounted on the front of the container (clip-on) or under the chassis (undermount); it weighs 621 to 830 kg without fuel (≈ 0.8 to 1.3 t with fuel, estimated) and that weight is subtracted from the allowed cargo. Run time and fuel consumption: no verified data.
• Pallet positions: no published figure that could be verified.

• Central American Agreement, 2-axle chassis: Operator data, not our own calculation: maximum cargo Crowley published in 2015 for a 40’ reefer container with its equipment in Guatemala, on a 2-axle chassis (43,914 lb). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.
• Central American Agreement, 3-axle chassis: Operator data, not our own calculation: maximum cargo Crowley published in 2015 for a 40’ reefer container with its equipment in Guatemala, on a 3-axle chassis (50,413 lb). Indicative estimate, not a legal limit: the container plate and the limit of each axle group govern, and the axle group limit is usually reached before the gross total; the total assumes the front axle loaded to its maximum, which rarely happens. It is confirmed with the actual tare of the equipment.

Limits by country and by axle: Weights and dimensions by country. Pallets, cubic volume and weight of your cargo: Load calculator.

• Roof opening: 5.34 to 5.68 m long and 2.23 to 2.25 m wide, depending on the shipping line.
• The height published (2.34 m) is at the side; at the center it reaches 2.38 m. Volume of 32.5 to 32.7 m³.
• Plate rating of 30,480 or 32,500 kg depending on the series; the unit’s CSC plate governs. At 30,480 kg the payload is 28,240 to 28,310 kg; at 32,500 kg, 30,000 to 30,200 kg. The low end (28,130 kg) comes from a freight forwarder’s spec sheet that does not state the plate rating.
• ISO exterior: 6.058 × 2.438 × 2.591 m. Securement points rated at 1,000 kg (Hapag-Lloyd).
• Pallet positions: no published figure that could be verified.

• Roof opening: 11.55 to 11.80 m long and 2.21 to 2.23 m wide, depending on the shipping line.
• The height published (2.35 m) is at the side; at the center it reaches 2.38 m. Interior 12.02–12.03 m long; door 2.34–2.35 × 2.28–2.29 m; volume 66.3 to 66.5 m³.
• Plate rating of 30,480 or 32,500 kg depending on the series; the unit’s CSC plate governs. At 30,480 kg the payload is 26,600 to 26,630 kg; at 32,500 kg it reaches 28,500 kg.
• High Cube version (9’6”): interior 12.03 × 2.35 × 2.65–2.68 m, door 2.34 × 2.585 m, roof opening 11.55–11.81 × 2.19–2.23 m, 74.9 to 75.1 m³, tare of 3,890 to 4,250 kg, plate rating of 32,500 kg and payload of 28,250 to 28,610 kg.
• ISO exterior: 12.192 × 2.438 × 2.591 m (2.896 m high as a High Cube). Securement points rated at 1,000 kg (Hapag-Lloyd).
• Pallet positions: no published figure that could be verified.

• Usable dimensions: 5.57 to 5.64 m long between posts, 2.19 to 2.23 m wide and 2.21 to 2.24 m from the floor to the top of the posts.
• Plate rating of 34,000 to 45,000 kg depending on the series; the unit’s CSC plate governs. The lower one is published.
• The maximum payload only applies with the weight spread over the whole floor; a short load reduces it (Hapag-Lloyd).
• Securement of up to 5,000 kg per point. Welding is not allowed and it is delivered without stanchions (Hapag-Lloyd).
• With the end walls folded down it works as a 6.058 × 2.438 m platform, with a base 0.37 m thick (Hapag-Lloyd).

• Usable dimensions: 11.65 to 11.66 m long between posts; width of 2.15 to 2.37 m depending on the series; from the floor to the top of the posts, 1.96 m in the 8’6” and 2.25 to 2.26 m in the High Cube.
• Plate rating of 45,000 to 60,000 kg depending on the series; the unit’s CSC plate governs. The lower one is published.
• The maximum payload only applies with the weight spread over the full length of the main rails; a short load reduces it (Hapag-Lloyd).
• Securement of up to 5,000 kg per point. Welding is not allowed and it is delivered without stanchions (Hapag-Lloyd).
• The High Cube base is 0.648 m thick (Hapag-Lloyd): it counts toward the total height on the chassis.

• Partial data: the weights come from a single operator spec sheet (Odyssey Logistics) and the high end of the capacity, from a secondary source.
• Capacity of 15,000 to 26,000 liters depending on the unit (Odyssey lists 15,000 to 25,000 L). The internal dimensions of the tank could not be verified.
• ISO outer frame: 6.058 × 2.438 × 2.591 m.
• The payload is the plate gross weight minus the tare; in practice it is limited by the density of the product and the filling rule.
• Filling: at least 80% to avoid surge and never 100%, to leave expansion space according to the product (Hapag-Lloyd).
• Working pressure of 4 bar and test pressure of 6 bar (Odyssey). The most common UN type is the T11.

They have the same floor: the same interior length and width. The High Cube adds about 30 cm of interior height and 8.7 m³ of volume, and its door is taller (2.56 m against 2.26 m). The plate rating is similar, so it suits bulky, light cargo; it is also taller on the outside, and on the road it rides on a gooseneck chassis, a few centimeters below the maximum height.

The plate of a 40’ standard allows 26,670 to 28,870 kg of payload, depending on the series. On the road, what governs is the gross weight of the combination set by each country: as an indicative reference, ≈ 21,600 kg on a 2-axle chassis and ≈ 24,600 kg on a 3-axle chassis in Central American transit, and ≈ 23,600 kg with a 2-axle chassis within Costa Rica. It is confirmed with the actual tare of the assigned equipment; the limits are in Weights and dimensions by country.

With pallets not stacked: a 20’ standard takes 9–10 US pallets (11 if they are Euro pallets); a 40’ standard or High Cube, 20–21 US pallets (24–25 if they are Euro pallets). These are indicative figures from secondary sources and they depend on the stowage plan; on the High Cube the floor is the same and the advantage is the height, for double stacking when the weight allows it. Try your pallet in the Load calculator.

On the CSC plate and on the container door, where the maximum gross weight and the tare of that unit are marked. Dimensions, tare and gross weight vary by series and manufacturer: that is why this page gives ranges, and the plate of the unit is what governs.

It is a diesel generator that powers the refrigeration unit of the reefer container while it travels by road, where there is no power supply as there is on the vessel or at the terminal. It is mounted on the front of the container (clip-on) or under the chassis (undermount) and weighs 621 to 830 kg without fuel: that weight is subtracted from the allowed cargo. In the reefer container service from GoTruck, the container travels with a genset.

The open top is a container with an open roof: it works when the cargo goes in from above by crane or does not fit through the door, but does fit between the walls. The flat rack has no side walls or roof: it is for cargo that is wider or taller than a closed container, or very heavy, and it gives no protection from the weather. Neither one works for temperature-controlled cargo; the dimensions of the roof opening and of the space between the posts are in each spec sheet.