26913 Understanding Off Shore Container Certification Wh

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Understanding OffshoreContainer Certification:When, Where, and WhyA Lloyds Register Guide

Working togetherfor a safer world


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Companies involved with building, procuring or maintainingoffshore containers should have a general understanding ofthe standards and certifications governing their use.

From ISO-style units to custom-made skid packages, offshore containers are unique in the world of shipping containers. Alongside the

growth of the offshore oil and gas industry, the use of offshore containers also continues to grow and diversify.

The goal of this guide is to educate and inform, to provide a general understanding of the background of offshore containerregulations, certifications and standards in order to avoid common misconceptions. It should not be taken as a comprehensive or all-exhaustive document.

Contents

Key terms used in this guide 03What is an offshore container? 04

Regulations vs. standards 06MSC/Circ. 860 07Regulations and supporting standards 07Approving offshore containers 08Summary: Offshore container certification process 09A brief history of container standards 10Comparison of EN 12079 & DNV 2.7-1 selected criteria 12Where is IMO MSC/Circ. 860 in force? 16List of contracting states to SOLAS (1974) 18Contact 20


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Key terms used in thisguide

CSC

Convention for Safe Containers (adopted 1972). Developed by the IMO to institute uniform international safety regulations for thetransport of marine freight containers.

DNV 2.7-1A publicly available standard for certifying offshore containers produced by a privately-held company.

EN 12079Required standard for offshore containers in CEN member States (EU plus Turkey, Macedonia, Iceland, Norway, and Switzerland); alsoadopted as a global standard.

IMDGInternational Maritime Dangerous Goods Code. Enacted by Safety of Life at Sea (SOLAS) regulations and adopted as law by 162governments and entities.

IMO

International Maritime Organization. The IMO publishes the IMDG code, the CSC regulations and is the holder of the SOLASconvention.

IMO MSC/Circ. 860Guidelines for offshore container approval issued in the supplement to the IMDG code.

LRCCS

Lloyds Registers Container Certification Scheme. It originated in 1968 as the Freight Container Certification Scheme. The Schemecovers the three main service areas of intermodal equipment. It includes CSC containers, offshore equipment and tanks for thetransport of dangerous goods.

MSCMaritime Safety Committee, the highest technical body in the IMO.

SOLASMostly known as Safety of Life at Sea, the SOLAS is an international convention or treaty adopted by 162 contracting States. Itrequires that flag States ensure their ships comply with minimum safety standards in construction, equipment and operation. SOLASspecifies several international codes as part of its requirements. The IMDG code is one of these.

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What is an offshorecontainer?As defined by the International Maritime Organization,an offshore container is a portable unit, specially designedfor repeated use in the transport of goods or equipment to,from or between fixed and/or floating offshoreinstallations and ships.

Offshore containers also refer to containers and portable tanks for dangerous goods. There are three categories of offshorecontainers, as defined by the European Committee for Standardization (CEN):

Offshore freight containers.

An offshore container built for the transport of goods, which can include general cargocontainers, cargo baskets, bulk containers, special containers, boxes and gas cylinderracks.

Offshore portable tanks are also included in this category. Theseare used to transport dangerous goods used offshore, and mustalso meet the International Maritime Dangerous Goods code.

Offshore service containers.

Custom-built containers for a specific task that are generally temporary. Examplesinclude labs, workshops, power plants and control stations.

Offshore waste skip

A container that holds waste that can be open or closed.

Offshore containers are also commonly called skids in the offshore oil and gas community, as theyare often used to transport large components to drilling and production rigs. These can be as simpleas frames that hold the contents. The skid, along with its contents, is sometimes referred to as a skidpackage.

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ISO containers vs. offshore containers

Offshore containers evolved from the common intermodal or ISO shipping container.

Intermodal refers to the abilityto move the container by differentmethods without having to unload it ateach transfer (ship to rail to truck, forexample).

The intermodal came into use in the1950s and changed the world ofcommerce by providing a standard,low-cost method to transport goodsinternationally. The International

Standards Organization published ISOstandards for containers between 1968and 1970, cementing the role of theshipping container in the global economy.

The IMO also studied thesafety of containerizationin marine transport andin 1972 the InternationalConvention for SafeContainers (CSC) wasadopted.

There are, in general,three factors that separateoffshore containers fromISO containers:

Exposure to harsh environments.

Offshore containers are often leftexposed to open seas on the decksof supply vessels, and also loaded toplatforms in harsh weather conditions,this also means that the minimum designtemperature is normally specified as-20 C and the primary structure requiresmaterial of sufficient toughness for-20 C.

Loading and unloading forces.Because many offshore containers cannotbe used with typical lifting equipmentsuch as spreader beams, the methodsof loading and unloading put differenttypes of pressure on the structures ofoffshore containers. Offshore containersare supplied with a permanently installedsling set. Most do not have cornercastings, and if they do, they are notallowed to be lifted from them.

Non-standard designs.

Most offshore containers are built to fita specific piece of equipment, and as aresult do not fit into the categories of ISOcontainers.

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Regulations vs.standardsThere is some confusion in the offshore containerindustry when it comes to design and inspectionstandards for offshore containers versus what isrequired under international regulations.

The origins of offshore container

regulations and standards lie in the Safetyof Life at Sea Convention, or SOLAStreaty. SOLAS was created in 1914 as areaction to the Titanic disaster. Thirteencountries attended the initial conference,but World War I prevented it from goinginto force.

International agreement and adoption ofSOLAS became the first major project ofthe International Maritime Organization(IMO) when it first convened in 1958as the Inter-Governmental Maritime

Consultative Organization. It was then,as it is now, a specialized agency of theUnited Nations devoted to the safety andsecurity of ships and the prevention of seapollution. SOLAS went into force in 1965.

It was revised in 1974 to simplify theprocess for amending the treaty. Thetreaty also included a tacit acceptanceprocedure where amendments will beautomatically entered into force unlessmember nations file objections.

SOLAS calls for all ships flagged by its

member states to comply with minimum

safety standards in construction,

equipment and operation of merchantships. Amendments have expanded itsscope over the years to include provisionsfor nuclear ships, high-speed craft andstowage of cargo. The SOLAS conventionis now held as law by 162 memberStates (see Annex B and Annex C). Thosemember states represent 99% grosstonnage of the worlds merchant fleet.

SOLAS contains references to other codesthat supplement the convention and arealso held as law, such as the International

Safety Management (ISM) code, or theInternational Life-Saving Appliance (LSA)code.

IMDG Code AdoptedIn 1960, the SOLAS Conference containeda recommendation that membergovernments should adopt some set ofregulations around the movement ofdangerous goods and hazardousmaterials. The IMOs Maritime SafetyCommittee (MSC), the highest technicalcommittee in the IMO, took four years todevelop the International Maritime

Dangerous Goods (IMDG) code. It was

adopted in 1965. As of January 2004, all

SOLAS member States must also followIMDG.

The IMDG contains much more thanguidelines for mariners. It applies to allcompanies and organizations connectedto shipping.

The IMDG code is updated every twoyears, but amendments that dont affectthe principles of the code can be adoptedby the MSC and issued as supplementalcirculars. This allows the IMO to respond

to transport developments in a shortertime frame.

The IMDG code addresses the specialnature of offshore containers andportable tanks handled in open seas. InSections 12 and 13 of its introduction, theIMDG recognizes that these are differentfrom conventional containers. However,inspections of all containers are governedby the other international treaty, theConvention for Safe Containers.

The SOLAS conventionis now held as law by162 member States.Those member statesrepresent 99% gross

tonnage of the worldsmerchant fleet.

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MSC/Circ. 860As part of an effort to harmonize the implementationof the IMDG and CSC, the IMO developed MSC/Circ.860. Guidelines for the approval of containers handledin open seas.

MSC/Circ. 860

International Marine DangerousGoods Code (IMDG)

MSC Circulars

EN 12079DNV 2.7-1,

2.7-2

The SOLAS Convention (1974)

ISM HSC ISPS LSA

etc...

IMDG

Regulations andsupporting standards

This flowchart shows how regulations relateto standards and circulars in the world of theInternational Maritime Organization. SOLASis the international treaty under which wefind the regulations governing the approvalof offshore containers, MSC/Circ. 860. Thestandards are used to help meet the stipulationsof the circular, and are not not regulations inand of themselves.

As is the case with many regulations,

MSC/Circ. 860 does not contain detailedtechnical requirements. Instead, it is aguideline for how approving competentauthorities should base their approval ofoffshore containers.

The circular states that both designcalculations and testing should be takeninto account when approving an offshorecontainer. It specifies six points to consideron the design of the containers, as wellas three tests that should be done at aminimum.

To help approving authorities, itreferences four standards:EN 12079DNV 2.7-1DNV 2.7-2BS 7072 (now withdrawn)

It is important to note that the circular

does not mandate that approvedcompetent authorities certify to thesestandards. Instead of making onestandard compulsory, the circular allowsall the standards to be used in the courseof the approval and that they should beconsulted as appropriate. The standardsare ways manufacturers can meet theregulations, but they are not regulationsthemselves.

ISO standard for offshore containers

Work began on an ISO standard foroffshore containers in 2008. A committeecomprised of industry specialists andauthorised competent authorities likeLloyds Register have worked jointly toshape the standard.

Parts one and two of the standard focus

on the requirements for new containersand sling sets. A third part will addressperiodic inspection. The introductionfor the new ISO standard stipulatesthat other internationally recognisedstandards can be used in place of thereferenced ISO standard where themanufacturer and the certifying authoritydocuments that an overall equivalentlevel of safety is achieved.

It is expected that ISO 10855 will beadded as a supporting standard for the

IMO regulation. Lloyds Register hasseveral representatives on the committeedrafting the standard. Contact us formore information.

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Approving offshorecontainersWho can approve and certify offshore containers?

As mentioned, the InternationalConvention on the Safety of Containersgoverns the inspection of containers. Inthat international treaty, each memberState names approved competentauthorities to inspect and approve ISOcontainers and offshore containers.

Lloyds Register is one of these approvedcompetent authorities, and is one of thefive specially referenced classificationsocieties specified as a certifyingauthority or authorised organisationfor a number of countries globally.

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Summary: Offshorecontainer certification

processLloyds Register has been using its Container Certification Scheme (LRCCS) to certifycontainers of all kinds for more than 40 years.

LRCCS can be used to certify individual offshore containers, or provide type approval for a production run. An individual typeapproval extends to one design and one manufacturing plant only, unless otherwise agreed to by LR.

For type approval and certification, there are three basic steps:

1. Appraisal and approval of the containers design2. A survey during the manufacturing of the container3. Testing of the prototype

Design appraisal

The containers structural drawings arereviewed according to the standardsreferenced in IMO MSC/Circ. 860.Details of the materials and strengthof the cargo containment structure,as well as the lifting and securingarrangements are appraised.

Drawings must show:- Dimensions and load ratings- Material specifications

- Details of welding methods andweld sizes

- Details of any other fasteningmethods- Details of any special treatment for

materials- Details of sealant materials- Details of corner fittings and closure

mechanisms, together with name(s) ofthe manufacturer(s) of these parts- Mandatory marking

Testing

Type approval of a container involvesthe construction and testing of aprototype built according to theapproved drawings. It must also usethe same materials as proposed fornormal production.

Tests include:- Four-point lift using all padeyes- Two-point lift test using opposed

padeyes- A vertical impact test- A tilt test

- Tanks for dangerous cargoes shallin addition be tested with all therequirements of the IMDG code.

Survey

A qualified surveyor inspects theprocess to meet code requirements.

Inspection programs include:- Verification and testing of materials- Welder qualification- Acceptance of weld procedures- Acceptance of NDE procedures- Witness and acceptance of prototype

testing- Verification of identification and

marking



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A brief historyof containerstandards

- First metal box container shipped from Newark toHouston aboard the Ideal-X

1956

1966

1968

1972

1989

1991

1993

1995

- Lloyds Register publishes Recommendations forContainer Construction and Certification

- Lloyds Register produces its Freight ContainerCertification Scheme (now the Lloyds RegisterContainer Certification Scheme or LRCCS)

- IMO produces the Convention for Safe Containers (CSC)

- BS 7072 is issued as a code of practice for inspection andrepair of offshore containers in the UK

- DNV Certification Note 2.7-1 Offshore FreightContainers is released

- The CEN begins work on a standard for offshorecontainers

- IMO publishes MSC/Circ. 613: Guidelines for theapproval of offshore containers handled in open seas

- DNV revises the 2.7-1 certification note

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- IMO issues MSC./Circ. 860,Guidelines for the approval ofoffshore containers handled in open seas, updatingand superseding Circ. 613

1998

1999

2004

2006

2013

- CEN issues EN 12079, superseding BS 7072

- Lloyds Register Container Certification Scheme (LRCCS)is updated to formally detail design, inspection andcertification requirements of intermodal equipment split

into three broad categories: CSC containers, offshorecontainers and tanks for the transport of dangerousgoods (such as portable tanks)

- EN 12079 is revised to reflect current industry practices- DNV 2.7-1 is revised and reissued as a standard

- LRCCS widely revised to reflect updated legislation with

technical bulletins issued to clients- DNV offshore standards updated

- Lloyds Register contributes to the committee for the ISO10855 offshore standard and in the U.S. for theproposed API standard for offshore containers



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Comparison of EN 12079 & DNV 2.7-1 selected criteria

Annex A

Materials Materials

Design Design

(6.1) Steel:Shall be impact tested by Charpy impact(V-notch) method in accordance with EN 10045-1.

Impact test temperature given in Table 1

(3) Steel: Extra high strength steel with specied yield stressabove 500N/mm2 shall not be used.

Steel for primary structure shall be tested by the Charpyimpact (V-notch) method according to EN 10045-1 or DNVsRules for Classication of ship Pt.2 Ch.1.

Impact test temperature given in Table 3-1

(5.1.2) Stability against tippingTo prevent container from overturning (tipping) on movingdeck, they shall be designed to withstand tilting of 30

degrees in any direction.

(5.1.6) Design TemperatureT

Dshall not be higher than the (statistically) lowest daily

mean temperature for the area where the offshore containeris to operate and in no case shall be higher than -20C

(5.2.2.1) Lifting loadsshall not exceed e=0.85C;For steel: C=Re; where Re is yield stress.For aluminum:

Base material; C=R0.2Heat affected zone C=0.7Rm=0.8 for ISO AIMg4,5Mn-HAR/AA5083-H32

=0.7 for all other aluminum alloys

(5.2.2.2) Lifting with lifting setDesign force on primary structure shall be calculated as2.5Rg,Pad eyes shall be designed for a total vertical force of 3Rg.

Resultant sling force on each pad eye is calculated asF=3Rg/(n-1)cosvWith only one pad eye, that pad eye shall be designed for a

total vertical force of 5Rg.

(5.1.1 Part-2) General requirementsIn no case shall a sling be rated for an angle of the sling leg

to the vertical in excess of 45 degrees

(5.2.2.3) Lifting with forklift truckDesign force on primary structure shall be calculated as1.6(R+S)g

(4.1.2) Stability against tippingTo prevent container from overturning (tipping) on movingdeck, they shall be designed to withstand 30 degrees tilting

in any direction without overturning.

(4.1.5) Design TemperatureT

Dshall not be taken higher than the (statistically) lowest

daily mean temperature for the area where the offshorecontainer shall operate and shall not be higher than -20C

(4.2.1) Allowable Stressesshall not exceed e=0.85C;For steel: C=Re;

For aluminum:Base material: C=Rp0.2but not greater than 0.7XRmWeld and heat affected zone: C=yield strength in the weld

and heat affected zone

(4.2.3.1) Lifting with lifting setThe design load on the primary structure shall be taken as:FL=2.5Rg,

Pad eye shall be designed for a total vertical load of Fp=3RgResulting sling load on each pad eye will be:RSL=3Rg/(n-1)cosv

Container with one pad eye Fp=5Rg

(8.3) Design of lifting setsIn no case shall a sling be designed with an angle of the sling

legs to the vertical larger than 45 degrees

(4.2.3.2) Lifting with forklift truckDesign load on the primary structure shall be taken as:

FF=1.6(R+S)g

EN 12079 (2006) DNV 2.7-1 (2013)

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Design Design

EN 12079 (2006) DNV 2.7-1 (2013)

(5.2.3.2) Horizontal ImpactEquivalent shall not exceeds: e=CFor container post and side rails of the bottom structure 0.25Rg

For other frame members of the side structure, including top rails

0.15RgMax calculated deection for corner post, bottom side rails other

frame members ln/250

(5.2.3.3) Vertical ImpactVertical point forces 0.25RgCalculated deection shall not exceed ln/250

Equivalent stress shall not exceed e=C

(5.2.4) Internal forces on container walls

Each wall including the door shall be designed to withstandan internal force of 0.6xPxg evenly distributed over the wholesurface without suffering any permanent deformation.

(5.2.5) Minimum material thicknessExternal parts of corner posts and bottom railsfor R1000kg, t=6mm;for R


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Design Design

EN 12079 (2006) DNV 2.7-1 (2013)

Locking arrangement shall be protected to prevent dislodgementby impact.

Hinges shall be protected against damage from impact loads.Doors shall be secured in the open position.If weathertightness is required, the door shall be equipped with

seals.

(5.4.3) Intermediate cargo decksWhen intermediate cargo decks are tted they shall be designedto withstand a force of at least 0.5Pguniformly distributed,

Where: is the dynamic factor=3

(5.4.4) Internal securing pointsContainers for general cargo shall have internal securing points.Each shall be designed to withstand a force of at least 10kN

(5.4.5) Fork lift pocketsInstalled in the bottom structure and have a closed top, passthrough the base and be provided with the means to prevent the

container from topping from the forks.Minimum internal dimensions of forklift pockets shall be 200mmx 90mm

Forklift pockets shall be located such that the container is stableduring handling and driving with forklift truck.Pockets shall not be located as far as practicable but need not be

more than 2050mm apart from the center of the pocket to thecenter of the pocket.

(5.4.7) Pad eyesPadeyes shall be aligned with the sling to the center of the liftwith maximum manufacturing tolerance of +/- 2.5.

Any difference in the diagonal measurements between liftingpoint centers shall not exceed 0.2% of the length of thediagonal, or 5mm, whichever is the greater.

Diameter of holes in pad eyes shall match the shackle used,clearance between shackle pin and pad eye hole shall not exceed6% of the nominal shackle pin diameter. However, maximum

concentrated stresses at hole edges shall not exceed 2xRe atdesign load.Tolerance between pad eye thickness and inside width of shackle

shall not exceed 25% of the inside width of the shacklePad eyes shall be so designed as to permit free movement of theshackle and sling termination without fouling the pad eye.Pad eyes shall not protrude outside the boundary of the

containers other than vertical upwards, and shall as far aspossible be designed to avoid damage from the other containers.Pad eyes shall be welded to the frame with full penetration

welds

(7) Type TestingTest equipment and calibrationLifting test: all point lifting and 2-point lifting

Post lifting inspection and examination

Locking arrangement shall be protected to prevent dislodgement

by impact.Hinges shall be protected against damages from impact loads.Doors shall be secured in the open position.

If weathertightness is required, the door shall be equipped withgaskets.

(4.4.2) Intermediate cargo decksWhen intermediate cargo decks are tted, they shall normally be

designed for uniformly distributed load of at least: 0.5Pg,Where load factor: =3.0

(4.4.10) Internal securing pointsContainers for general cargo shall have internal securing points

Each internal lashing point shall be designed for a lashing forceof least 10kN.

(4.4.6) Fork lift pocketsInstalled in the bottom structure with closed top,

Minimum opening of the forklift pockets shall be 200mm x90mmForklift pockets shall be located such that the container is stable

during handling and driving with forklift truck.Pockets shall be located as far as practical. Center distance shallbe at least 900mm apart (where possible) but not more than

2050mm.Fork pockets shall extend across the full width of the base frameand shall pass though or be attached to the base. If attached to

the underside of the base rail, detector plate shall be used. Forkpockets shall have closed tops and sides.

(4.4.1) Pad eyesPad eyes shall not protrude outside the boundary of the

container, but may protrude above the top of the container.Padeyes shall be aligned with the sling to the center of lift withmaximum manufacturing tolerance of +/- 2.5 degrees

Any difference in the diagonal measurements between liftingpoint centers shall not exceed 0.2% of the nominal length of thediagonal, or 5mm, whichever is the greater.

Diameter of holes in pad eyes shall match the shackle used,clearance between the shackle pin and pad eye hole shall notexceed 6% of the shackle pin diameter.

Maximum concentrated hot spot stresses at hole edges shall not

exceed 2xRe at design load.Thickness of the padeye at the hole shall not be less than 75%

of the inside width of the joining shackle.Pad eyes shall be welded to the frame with full penetrationwelds

(4.6) Prototype TestingTest equipment and calibrationLifting test: all point lifting and 2-point lifting

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Design

Fabrication

Design

Fabrication

EN 12079 (2006) DNV 2.7-1 (2013)

Vertical impact test: Drop test and Lowering test

(5.4.10) Coating and corrosion protectionSuitable for offshore environment by means of construction, use

of suitable material and/or corrosion and paint protection

(5.2 Part 2) Dimensions and strength of lifting setsAnnex A and Table 1 shall be used to calculate the minimumworking load limit

Vertical impact test: Drop test and Lowering test

(4.4.13) Coating and corrosion protectionSuitable for offshore environment by means of construction, use

of suitable material and/or corrosion and paint protection

(8.3.1) Dimensions and strength of lifting setsTable 8.1 and 8.2 shall be used for determination of theminimum working load limit, WLLminfor lifting sets.

(8.1) Quality ControlThe manufacturer shall ensure the quality of procedures and

facilities by implementing a QMS at least in accordance with ISO9001.

(8.2.2) Approved WeldersWelders shall be approved in accordance with EN 287-1 and EN

ISO 9606-2 as appropriate to the materials being used

(8.2.3) Welding ProceduresWelding procedures shall be in accordance with the relevant

parts of EN ISO 15607, EN ISO 15609-1, EN ISO 15614-1, EN ISO

15614-2 as appropriate.

Impact tests are required as part of the procedure qualicationtest. Test temperature and test results shall comply with therequirements of the standard. Where the test piece thickness

exceeds 12mm four sets of impact tests shall be made (weldmetal, fusion line, HAZ 2mm from fusion line, HAZ 5mm fromfusion line)

(8.2.4) Examination of WeldsWelds shall be subject to visual inspection as specied in Table 7(requires all welds to be 100% visually inspected).

(8.2.4.2) NDE MethodsTable 8 and Table 9 specify EN reference standards,

(8.2.4.4) NDE OperatorsNDE Operators shall be qualied to a minimum of Level 2 of EN

473.

(5.1) Quality ControlThe manufacturer shall ensure the quality of procedures andfacilities by implementing a QMS at least in accordance with ISO

9001. An audit of the QMS by the classication society to verifythat they are qualied to manufacture containers according to the

standard. Where the QMS is not fully satisfactory the scope ofinspection by the classication society is adjusted accordingly.

(5.2.1) Approved WeldersWelders shall be approved by the classication society to arecognised standard, e.g. EN 287-1, EN ISO 9606-1, ISO 9606-2,

ASME IX or ANSI/AWS D1.1

(5.2.2) Welding ProceduresWelding procedures shall be in accordance with the relevantparts of EN ISO 15607, EN ISO 15609-1, EN ISO 15614-1, EN ISO

15614-2 or other recognised standards (e.g. ANSI/AWS D1.1).

Impact tests are required as part of the procedure qualication

test. Test temperature and test results shall comply with therequirements of the standard. Where the test piece thicknessexceeds 12mm four sets of impact tests shall be made (weld

metal, fusion line, HAZ 2mm from fusion line, HAZ 5mm fromfusion line)

(5.2.3) Inspection of WeldsWelds shall be subject to visual inspection and NDE. All welds

shall be 100% visually inspected unless otherwise agreed in anMSA.

(5.2.4) NDE Procedures and NDE OperatorsTable 5-2 and Table 5-3 specify EN ISO reference standards, other

recognised standards can be used though, and the stipulatedacceptance criteria may in certain cases be modied or mademore severe at the discretion of the classication society.

NDE Operators shall be qualied to a minimum of Level 2 of ENISO 9712 or an equivalent standard.



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Where is IMO MSC/Circ. 860 in force?

nnex B

ore than 160 countries have signed the Safety of Life at Sea Convention of 1974, putting MSC/Circ.

0 in force in the countries in blue.

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List of contracting states to SOLAS (1974)

Annex B

Albania

Algeria

Angola

Antigua & Barbuda

Argentina

Australia

Austria

Azerbaijan

Bahamas

Bahrain

Bangladesh

BarbadosBelarus

Belgium

Belize

Benin

Bolivia

Brazil

Brunei Darussalam

Bulgaria

CambodiaCameroon

Canada

Cape Verde

Chile

China

Colombia

Comoros

Congo

Cook Islands

Costa Rica

Cote dIvoire

Croatia

Cuba

Cyprus

Czech Republic

Dem. Peoples Rep. Korea

Dem. Rep. of the Congo

Denmark

Djibouti

Dominica

Dominican Republic

Ecuador

Egypt

Equatorial Guinea

Eritrea

Estonia

Ethiopia

Fiji

Finland

France

Gabon

GambiaGeorgia

Germany

Ghana

Greece

Grenada

Guatemala

Guinea

Guyana

HaitiHonduras

Hungary

Iceland

India

Indonesia

Iran (Islamic Republic of)

Iraq

Ireland

Israel

Italy

Jamaica

Japan

Jordan

Kazakhstan

Kenya

Kiribati

Kuwait

Latvia

Lebanon

Liberia

Libya

Lithuania

Luxembourg

Madagascar

Malawi

Malaysia

Maldives

Malta

Marshall Islands

Mauritania

Mauritius

Mexico

Monaco

Mongolia

Montenegro

Morocco

Mozambique

Myanmar

Namibia

Netherlands

New ZealandNicaragua

Nigeria

Niue

Norway

Oman

Pakistan

Palau

Panama

Papua New Guinea

Paraguay

Peru

Philippines

Poland

Portugal

Qatar

Republic of Korea

Republic of Moldova

Romania

Russian Federation

Saint Kitts and Nevis

Saint Lucia

St. Vincent & Grenadines

Samoa

Sao Tome & Principe

Saudi Arabia

Senegal

Serbia

Seychelles

Sierra Leone

Singapore

Slovakia

Slovenia

Solomon Islands

South Africa

Spain

Sri Lanka

Sudan

Suriname

Sweden

Switzerland

Syrian Arab RepublicThailand

Togo

Tonga

Trinidad & Tobago

Tunisia

Turkey

Turkmenistan

Tuvalu

Ukraine

United Arab Emirates

United Kingdom

United Rep. of Tanzania

United States

Uruguay

Vanuatu

Venezuela

Viet Nam

Yemen

Hong Kong, China

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ContactIf you would like to speak to a member of ourcontainers team to find out how we couldsupport your project, asset, operations orbusiness, email [email protected] orcontact one of our regional offices:

Asia

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Melbourne VIC 3004

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Western Australia 6153

Australia

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UK

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E [email protected]

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UK

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Netherlands

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USA

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Brazil

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Brazil

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www.lr.org

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