OOG, flat rack, breakbulk, 45-ton equipment, factory relocation, overseas engineering logistics from China
Flat Rack Containers have collapsible end walls and no sides — ideal for cargo that exceeds standard container width. Open Top Containers have no roof — cargo is loaded from above by crane, suitable for tall equipment that cannot fit through standard doors. Platform Containers are just a reinforced steel floor with lashing points — no sides, no ends — for the heaviest and most irregularly shaped pieces. We select the optimal type based on your cargo dimensions, weight, center of gravity, and handling requirements.
We have successfully shipped single pieces up to 45 tons for clients including TGood, SANY Heavy Industry, and Sinotruk. However, the limiting factor is typically not our capability but the combination of weight, dimensions, and destination port infrastructure. A 45-ton piece that fits on a flat rack and ships to a major port with heavy-lift cranes is routine. A 35-ton piece that is 4 meters wide shipping to a port without heavy-lift capability requires specialized engineering solutions — which we provide.
OOG cargo exceeds the standard container dimensions (approximately 2.35m wide × 2.39m high internally). It cannot fit inside a standard container and must be shipped on flat racks, open tops, or as breakbulk. OOG cargo requires: special stowage on the vessel (typically on deck or in specific hold positions), custom lashing plans approved by the carrier, additional surcharges for the space it occupies beyond a standard slot, and specialized handling equipment at both origin and destination ports. Our engineering team prepares all required documentation and plans.
Yes — and it must be professionally engineered, not improvised. Every piece over 10 tons requires a custom lashing plan specifying: number, type, and placement of lashing points; chain/wire rope specifications with calculated breaking strengths (minimum 1.5x safety factor); anti-slip matting; and weather protection. The plan must be submitted to and approved by the shipping line before loading. We prepare all lashing plans in-house — our engineering team reviews each plan, and we handle carrier submission and approval.
Factory relocations follow a 6-phase methodology: (1) Pre-move planning — complete inventory audit, route survey, timeline with milestones. (2) Dismantling & cataloguing — every component tagged with unique ID, photographed. (3) Risk-based packing — protection level matched to fragility. (4) Container loading strategy — reverse-engineered from the reassembly sequence. (5) Dual customs clearance — all documentation prepared before cargo moves. (6) Destination reassembly — project manager remains accountable until the production line restarts. We have completed relocations for Goertek (→Vietnam), Master Kong, and Rizhao (→Korea).
4-6 weeks minimum for standard heavy-lift shipments. 8-12 weeks for complex projects involving multiple oversized pieces, specialized vessels, or remote destination ports. Early engagement allows us to: conduct the route survey, prepare and submit lashing plans to the carrier, secure the appropriate container types (flat racks and platforms are scarcer than standard containers), and coordinate destination heavy-lift handling. Last-minute project cargo bookings are possible but limit routing options and often incur premium pricing.
Through strategic carrier partnerships with 10+ major lines. We maintain allocated space agreements on key routes — not just for standard containers but for special equipment (flat racks, open tops). During peak season, when carriers prioritize higher-paying cargo and cut special equipment allocations, our agreements protect our clients' space. For critical project cargo, we can also arrange charter vessel options as a contingency.
Project cargo pricing includes several components beyond standard ocean freight: special equipment surcharge (flat rack/open top/platform), OOG surcharge (calculated per cubic meter beyond standard dimensions), heavy-lift surcharge (for pieces exceeding a weight threshold, typically 20-25 tons), lashing and securing (materials and labor), crane and handling charges at both ends (often higher than standard container handling), and engineering and documentation fees (lashing plan preparation, carrier approval). We provide an all-in quote so there are no surprises.