Containerisation solved most of ocean freight, but not all of it. Cargo that is too long, too tall, too heavy or shaped wrong still moves the way freight moved before the box: piece by piece, lifted by crane, stowed by a plan. Choosing between the two is a question about dimensions first and economics second.
Standard container. If it fits, this is almost always the answer. Cheapest handling, most frequent services, sealed from origin to destination.
Out of gauge in an open top or flat rack. Cargo that exceeds the internal height or width but still sits on a container footprint. It is priced with out of gauge surcharges based on how far it exceeds the profile, and it uses container services.
Breakbulk. Cargo lifted aboard as individual pieces and stowed in the hold or on deck. Used for project cargo, structures, long steel, machinery and anything a crane can lift but a box cannot hold.
Roll on roll off. Wheeled or tracked cargo driven aboard. Vehicles, trailers, agricultural and construction equipment.
| Option | Priced on | Frequency | Handling touches |
|---|---|---|---|
| Container | Per box | Highest | Fewest |
| Flat rack or open top | Box plus out of gauge surcharge | High | Few |
| Breakbulk | Weight or measure, plus lift charges | Lower, project driven | Many |
| Roro | Per unit or per lane metre | Route dependent | Few, but exposed |
Container freight is cheap because handling is standardised and automated. Breakbulk reintroduces labour: riggers, cranes, dunnage, lashing, surveyors and often a longer port stay. The ocean rate can look competitive while the terminal costs at both ends carry the difference.
Breakbulk also needs ports with the right equipment. A destination that handles containers routinely may lack the mobile harbour crane your piece needs, which can force a longer inland leg from a larger port and eliminate any saving.
Every additional lift is an opportunity for damage, and breakbulk cargo is exposed on deck in a way containerised cargo is not. Surveys before and after loading are standard on project moves, and the insurance conversation is different: values are higher, packing is bespoke, and the cargo insurance wording needs to reflect the stow.
Securing is engineered, not improvised. Lashing calculations, dunnage plans and weight distribution are part of the booking, not an afterthought at the quayside.
Our project cargo and specialised freight services cover the out of gauge and breakbulk end, and standard moves run through ocean freight.
Cargo loaded as individual pieces rather than in containers, typically because of size, weight or shape.
Rarely, for cargo that could fit a container. It exists for cargo that cannot, and its handling costs are higher.
Cargo that exceeds the dimensions of a standard container but can still travel on a flat rack or in an open top, with surcharges.
Roro is usually simpler for running vehicles. Containers can be competitive for smaller vehicles, and offer more protection.
No. Equipment and berth availability vary, and the destination's capability often decides the routing.
Have a piece that will not fit a box? Send dimensions and weights and we will price the realistic options.