Guidelines for Dual Loading of Containers

1. Introduction

Dual loading of a container is generally a contingency action, not a standard or proactively planned operation. It is used when pallets must be shipped due to age or urgent market demands, but there are not enough pallets at one loading point to fill a container.

Historically, alternatives such as port-hole containers (10 pallets per container) or specialised reefer ships were available. These options are now largely unavailable, and over 95% of all deciduous fruit is shipped in 12m integral containers, requiring consignments 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 age implications).
• c. Ship odd pallets on conventional vessels (if available).
• d. Move odd pallets to another loading point where other pallets are available, or bring the shortfall from another source.
• e. Use a 6m container to load 10 pallets (rare 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.

Dual loading is not a standard operation. Alternatives should be evaluated, and if dual loading is the best solution, several aspects must be considered.

2. Protocols

Export shipping of perishable products is under the statutory control of PPECB, with specific protocols for each product. PPECB officials are present for inspection, temperature monitoring, and supervision during 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 Time Temperature Tolerance (TTT) of 6 hours:
  • 1 hour for loading
  • 2 hours for transport
  • 3 hours for receipt and connecting to power at the terminal
• The 6-hour TTT rule applies to dual loads.
• If TTT is expected to be exceeded, a genset may be necessary.
• Deviations require a T-13 dispensation from PPECB and shipping line approval.

3. PPECB Dual Load Criteria

3.1 Without Generator Unit

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

3.2 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.
• Normal product tolerance applies throughout the dual loading process.

3.3 PPECB Charges

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

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

4. Cold Treatment Consignments

Dual loads are not allowed for containers destined for cold treatment markets 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 critical, especially at the second loading point. 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) when deciding loading order, provided TTT is adhered to.

A dual load means fewer than 20 pallets are loaded at the first point, increasing the risk of shifting or falling during transit to the second point, especially on rough roads. Measures to reduce risk should be implemented.

Transport contractors typically do not accept liability for damages en route during dual loads. Exporters must be informed of this risk. If damage is identified at the second loading point, a deviation report must be completed and PPECB 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 compensation for these additional costs.

• If the second loading point is en route to the port, the main extra cost is time (e.g., R800/additional loading point).
• If additional travel is required, the haulier may charge the 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: handling fees and risk of temperature rise may apply, and re-cooling may be required. Any break in the cold chain is detrimental to fruit quality.

9. General

Containers must not be used to move cargo not intended 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 and proper management of quality risks.

JGS/Oct2023