Guidelines for Dual Loading of Containers

1. Introduction

Dual loading of a container is not usually a planned operation, but rather a contingency to deal with situations where pallets must be shipped due to age or urgent market demands, but the number of pallets at one loading point is insufficient to fill a container.

Historically, alternatives such as port-hole containers (10 pallets per container) or specialised reefer ships were available. However, port-hole containers have been discontinued and space on specialised reefers is almost non-existent during the deciduous fruit season. As a result, over 95% of all deciduous fruit is now shipped in 12m integral containers, requiring consignment lots of 20 pallets.

Ideally, an exporter’s fruit would all be at one location with 20/21 pallet lots available as needed. In practice, this is not always possible. The following options exist for dealing with part loads (not in order of priority):

• a. Combine loads of compatible specification or protocol (e.g., different fruit kinds with the same shipping code, such as grapes and nectarines).
• b. Wait for additional pallets to make up the shortfall (consider packing more pallets, but keep age implications in mind).
• c. Ship odd pallets on conventional vessels (if available).
• d. Move odd pallets to another loading point where other pallets are available to make up the shortfall, or bring the shortfall quantity from another source.
• e. Use a 6m container to load 10 pallets (these are scarce and expensive; 6m port-hole containers are no longer available).
• f. Divert odd pallets to the local market.
• g. Share a container with another exporter if fruit is available at the same loading point (co-loading – only one notified party allowed per container).
• h. Use dual loading by picking up the shortfall of pallets at a second loading point.

The last option (dual loads) is not standard. Alternatives should be evaluated carefully. If dual loading is the best solution, several aspects must be considered.

2. Protocols

The export shipping of perishable products is under the statutory control of PPECB. Specific protocols are formulated and published for each product, and these processes are monitored by PPECB.

• A PPECB official is present during inspection, temperature monitoring, and supervision of container loading.
• The temperature of the load may not exceed the specified carrying temperature by more than 2°C.
• For dual loads, PPECB requires the fruit to be at or below the carrying temperature at both loading points.
• For deciduous fruit, PPECB applies a general TTT (Time Temperature Tolerance) of 6 hours:
  • 1 hour for loading the container
  • 2 hours for transport
  • 3 hours for receipt and connecting to power at the terminal stacks
  • The 6-hour TTT rule applies to dual loads as well.
• If TTT is expected to be exceeded, a genset may be necessary.
• For deviations, a T-13 dispensation from PPECB and shipping line approval are required.

3. PPECB Dual Load Criteria

3.1 Criteria Without Generator Unit

• Maximum two loading points per container.
• Always start at the furthest load point (see Section 7: Load Stability).
• The distance between points must be such that the total cumulative travel time does not exceed 2 hours (from completion of loading at the first point until entering the harbour).
• Products may be loaded at both points if the pulp temperature is not more than 1.0°C above the set point, except for Summer Pears (DP2) and Apples in bags (D-1.5), where a 2.0°C tolerance with a maximum loading pulp temperature of +0.5°C applies.
• Part loads at the second load point must be within the maximum prescribed tolerance (2.0°C above set point, except Peaches, Nectarines, and Apricots: 1.5°C; Plums: 3.4°C).

3.2 Criteria With Generator Unit

• Maximum two loading points per container.
• If total travel time will exceed two hours, a generator unit (external power supply) must be booked and attached to the container.
• The normal product tolerance will apply throughout the dual loading process.

3.3 PPECB Charges

PPECB charges for dual loads (as of October 2023):

• Container Loading Port: R595.65
• Container Loading Inland: R770.04
• Cold Treatment Container Deciduous, Citrus, and Other Fruit: R1143.34
• Dual Load: R1525.91

Refer to PPECB’s temperature regime code requirements in SCHEDULE 1/HP22 (www.ppecb.com).

4. Cold Treatment Consignments

Dual loads for containers destined for cold treatment markets are not allowed due to the risk of the first load warming outside prescribed tolerances.

5. Scheduling

With increased risk of exceeding TTT, meticulous planning and adherence to loading times are essential, especially at the second loading point. Preferential loading should be arranged. The second loading point should be notified as soon as the vehicle leaves the first point, and the driver must report immediately on arrival.

6. Documentation

Given the TTT restriction, ensure documentation is completed correctly and efficiently to avoid unnecessary delays.

7. Load Stability

• Drivers must exercise caution.
• Pallets must be tightly stowed to reduce gaps.
• The last two pallets should be placed at an angle (1200mm side direction) to reduce toppling.
• Use load bars (if available) to secure the last pallets.
• Consider route conditions (e.g., steep inclines) and start at the most challenging point if possible (while adhering to TTT).

A dual load implies fewer than 20 pallets at the first point, increasing the risk of shifting or toppling during transit, especially on rough roads. Measures to reduce risk include proper stowing and securing.

Transport contractors typically do not accept liability for damages en route during dual loads. Exporters must be made aware of this risk. If damage is identified at the second loading point, a deviation report must be completed and the PPECB official requested to verify and reassess.

8. Cost

• Distance
• Time
• Genset (when applicable)

In addition to PPECB’s cost, there are three transport cost elements. Hauliers may expect remuneration for these additional costs.

• If the second loading point is en route to the port, the extra cost is mainly time (e.g., R800/additional loading point).
• If additional travel is required, the haulier may expect compensation (e.g., cartage of the furthest point plus 50% of the nearest point’s cartage).
• If moving pallets by flatbed or refrigerated truck is cheaper than dual loading, consider this option, especially for small quantities. Note that handling fees and risk of temperature rise may apply, and any break in the cold chain is detrimental to fruit quality.

9. General

Containers must not be used to move cargo (not earmarked for export in that specific container) between cold stores.

10. Conclusion

When dual loads are necessary, several issues must be considered to ensure a cost-effective operation where quality risks are properly managed.

JGS/Oct2023