CBM3 Product Facts and Loading Planner Guide

CBM3 is a browser-based container loading calculator and 3D load planner, with a separate CBM calculator and practical logistics and warehousing tools. Enter packed dimensions, quantities, weights and handling rules to test a shipment, review placed and unplaced cargo, compare eligible loading methods and prepare reports. It supports planning and communication, not certification of a physical shipment.

CBM3 is intended for importers, exporters, freight forwarders, warehouse and operations teams, manufacturers, fulfillment teams, logistics consultants and sales teams that prepare transport quotations. A user can calculate a small parcel shipment, compare containers for an export order, review trailer floor use or prepare a loading handoff for a warehouse. The result should be reviewed by the people responsible for booking, loading, securing and accepting the cargo.

Yes. The current production mode provides the normal calculator, cargo import, 3D planning and standard report workflow without a paid membership. Registration is not required for core calculations. An optional free account adds account-linked records. Technical validation, file-size limits, browser capacity, method eligibility and service-protection controls still apply; free access does not mean unlimited computing resources.

No. Guests can enter cargo, calculate volume and weight, compare load spaces, run the planning workflow, inspect the 3D result, export data and create reports. Guest saves are browser-local, while signed-in users can keep account-linked records for later access. Use an account when the plan must remain available after changing browsers or devices; do not treat one browser’s local copy as the only operational record.

No installation is required because CBM3 runs in a modern web browser. The responsive interface can be used on phones, tablets and desktop computers, but a larger screen is more practical for long cargo lists, detailed rules and full-screen 3D inspection. The 3D view requires WebGL and benefits from hardware acceleration. Keep the browser current and use a desktop-class device for large plans.

CBM3 should be treated as an online web application, not as an offline desktop program. Some guest data may remain in browser storage after it is saved, but page assets, reports and other functions can still require a connection. Export important cargo data or save it to an account-linked record before working in an unreliable network environment. A cached browser page is not a dependable backup for a shipment plan.

The current language menu offers English, Korean, Turkish, Chinese, Spanish, Arabic, German, French, Japanese, Italian, Russian, Portuguese, Hindi, Vietnamese and Dutch. Arabic uses right-to-left presentation. Product names, customer references and Loading Notes remain user-entered business data, so review their spelling and character encoding after import or language changes before creating a report.

No. This page is a dated product reference for people and automated assistants. The interactive calculators run on their linked tool pages. The llms.txt file is a concise public index of those references, not an API, a crawler permission file or a promise of search ranking or AI citation.

The calculator opens in Classic view. Use the setup-wizard banner when you prefer guided equipment, units, transport and rule choices. The home page loads the calculator after its planner button is selected. Core fields remain on the left; Customized PRO options on the right include collapsed Planning mode and other advanced settings. Cargo cards keep dimensions, quantity and per-unit mass prominent; rotation icons change orientation permission without granting approval for a real package.

CBM means cubic metre, a measure of the outside volume occupied by cargo. One CBM equals a cube measuring 1 metre by 1 metre by 1 metre. Freight teams use it for capacity and pricing discussions, but CBM alone does not prove that individual packages can pass through a door or fit around other cargo. Enter the packed outside dimensions and then use the loading plan to test physical placement.

Multiply length by width by height and quantity, then divide by 1,000,000. For 100 cartons measuring 50 x 40 x 30 cm, the result is 50 x 40 x 30 x 100 / 1,000,000 = 6.000 m3. In CBM3, choose Metric and enter the external packed dimensions, quantity and per-unit weight on one cargo row. Packaging tolerances and bulges should be included because the mathematical volume does not account for undeclared overhang.

Multiply the three millimetre dimensions and quantity, then divide by 1,000,000,000. For 20 packages measuring 800 x 600 x 500 mm, the result is 800 x 600 x 500 x 20 / 1,000,000,000 = 4.800 m3. CBM3’s metric row fields are in centimetres, so enter 80 x 60 x 50 cm rather than the original millimetres. Check the conversion before planning because a misplaced decimal can produce a plausible-looking but unusable result.

Calculate cubic inches and convert them to cubic metres, or use the Imperial unit system. One cubic inch equals 0.000016387064 m3. Ten cartons measuring 40 x 30 x 20 inches occupy 40 x 30 x 20 x 10 x 0.000016387064 = 3.9329 m3. Select Imperial before entering the row, and confirm that imported values are also intended as inches. Never mix centimetres and inches within an undocumented source file.

Multiply length, width and height in feet, then multiply the cubic-foot result by 0.028316846592. A 4 x 3 x 2 ft crate occupies 24 ft3, approximately 0.6796 m3. The main calculator’s Imperial dimension fields use inches, so enter this crate as 48 x 36 x 24 inches. Use the separate conversion tools when starting from feet, metres or millimetres.

Multiply cubic feet by 0.0283168466. For example, 500 ft3 x 0.0283168466 = 14.1584 m3. The reverse conversion is cubic metres x 35.3146667. CBM3 displays both m3 and ft3 in its summary, which is useful for checking a customer document against a carrier quotation. Keep more precision during calculation and round only the displayed or quoted result according to the carrier’s rules.

Calculate each carton group separately and add the row totals. If 100 cartons are 50 x 40 x 30 cm and 150 cartons are 60 x 40 x 35 cm, the totals are 6.000 m3 and 12.600 m3, giving 18.600 m3. Enter the two sizes as separate cargo rows so their quantities, weights and placement constraints remain distinct. Do not replace mixed sizes with one average carton if a physical loading plan is required.

Use the maximum loaded length, width and total height, including the pallet base and any overhang. A loaded unit measuring 120 x 80 x 150 cm occupies 1.440 m3; 10 identical units occupy 14.400 m3. If you use CBM3’s palletization workflow, enter the cartons as instructed and select the pallet profile so the pallet base height and tare weight are added by the system. Avoid counting the same pallet twice.

Keep the calculation at full precision and apply rounding only at the quotation stage. A calculated 6.004 m3 should not be silently changed inside the cargo data because rounding every row can compound the error. CBM3 retains detailed row totals while the visible report may format them to fewer decimal places. Confirm the carrier’s billing increment, minimum charge and rounding method before issuing a commercial quote.

In the palletized summary, net cargo volume excludes added pallets; gross planning volume includes the loaded pallet envelopes and any floor-loaded cargo. This is different from measuring the unpackaged product alone. Cargo rows should use the packed outside dimensions. Gaps within a pallet envelope and the pallet base can make gross planning volume greater than the sum of carton volumes.

Equal volume does not mean equal shape, weight or handling requirements. Ten long crates and hundreds of small cartons can share the same CBM but differ in door clearance, rotation, support, stackability, pallet footprint and payload. Enter each shipping unit as a separate row and compare the planned placements, not only the summary volume. Equipment availability and route restrictions must still be confirmed with the carrier.

Yes, all material that travels with the shipment and occupies space should be reflected in the outside dimensions. That includes cartons, crates, corner boards, shrink-wrap, skids and permanent protrusions. When palletization is enabled, follow the pallet form guidance so the pallet height and tare weight are added once. Measure the finished shipping unit whenever possible instead of relying only on product drawings.

A cylinder’s geometric volume is pi x radius squared x height x quantity. Ten upright drums with a 60 cm outside diameter and 90 cm height have approximately 2.5447 m3 of geometric volume. Choose Cylinder and follow the diameter and height field labels. The volume is not the rectangular floor envelope or a carrier billing rule. Upright placement, chocks, cradles and restraint need separate review.

Actual weight is the measured gross mass; volumetric weight converts occupied volume into a pricing weight; chargeable weight is normally the higher of the two. With Air selected, CBM3 uses 167 kg per m3 as its planning factor. A 2.4 m3 shipment weighing 300 kg therefore has a volumetric weight of 400.8 kg and a planning chargeable weight of 400.8 kg. The carrier’s tariff, divisor, rounding and minimum charge control the final invoice.

CBM3 displays a density-based freight-class reference for planning. Density is derived from cargo weight and volume, but actual class can also depend on commodity, handling, stowability, liability and the carrier’s current classification rules. Enter accurate gross weight and outside dimensions, then review the displayed reference in the summary or export. Confirm the class with the applicable carrier or freight professional before quoting or dispatch.

Best Fit compares eligible equipment in the selected scope, not every profile in the catalog. Global uses 20DC, 40DC, 40HC and 45HC. Europe and North America offer selected regional alternatives; profiles with unknown cargo limits can provide volume-only information, not verified payload acceptance. Specialist reefers, open equipment, air ULDs and rail profiles are not automatically interchangeable candidates. Review the actual placement, warnings and carrier requirements after the recommendation.

Yes. Open the Load Space selector and choose a specific container, trailer, ULD or custom profile. Manual selection is useful when a booking already exists or a route offers limited equipment. Recalculate and inspect the resulting placement rather than assuming the selected unit is suitable. The booked unit’s actual internal dimensions, door opening and payload plate take priority over the profile.

Reviewed on 27 October 2026, the effective public selector has 33 ready-made load-space presets plus Custom Size: 16 sea, 11 road/intermodal, four air and two rail. Two user-dimensioned approximate DPE/DQF templates are additional manual choices, not extra ready-made presets. AKH / LD3-45WF, Lufthansa DPE / LD2 and ANA DQF / LD8 are unavailable for new plans under the current runtime policy. Their reference information and existing records are not approval to use those profiles. Pallet types are a separate configuration. Recheck the current selector and equipment guide before booking.

The default 20DC planning envelope is 589 x 235 x 239 cm. Direct multiplication gives 33.081185 m3, approximately 33.08 m3. A rounded catalog badge is not the geometric result or usable cargo capacity. Test the actual carton mix and permitted rotations, and verify the booked unit’s internal dimensions, door opening and payload independently.

The default 40DC planning envelope is 1203 x 235 x 239 cm. Direct multiplication gives 67.566495 m3, approximately 67.57 m3. Carton fit can be lower because of gaps, handling restrictions, door clearance and payload. Select 40DC and review placed and unplaced quantities; neither nominal CBM nor a catalog badge guarantees that an order fits.

The default 40HC planning envelope is 1203 x 235 x 269 cm. Direct multiplication gives 76.047645 m3, approximately 76.05 m3. The default is 30 cm taller than 40DC, but actual units and door openings vary. Test the shipment rather than treating this geometric volume as guaranteed usable space.

Catalogue or nominal cube describes an equipment reference, while the planner uses its declared geometry and constraints. A rectangular profile volume can be calculated from its planning dimensions, but that does not establish what a particular carton mix can occupy. Gaps, orientation, pallets, support, doors, obstacles, payload and handling can reduce physical fit. Contoured ULDs and open equipment require their own geometry checks. Review placed and unplaced quantities; neither a headline CBM nor a nominal badge guarantees usable cargo capacity.

Enter the carton dimensions, quantity, per-unit weight and permitted handling rules, select 20DC, then inspect the placed and unplaced counts. The box-fit tool tests the quantity supplied; it does not search for an unspecified maximum capacity. Dividing container volume by carton volume ignores geometry, payload and support and is not a physical loading result.

Select 40HC and test the exact carton quantities and constraints. The box-fit workflow reports the submitted, placed and unplaced quantities. A volume ratio is only an upper-bound estimate before geometric and operational losses; it is not proof of a packing arrangement or a guarantee of maximum carton capacity.

Thirty cubic metres is below the profile’s nominal cube, but the packages may still create unusable gaps, exceed the door opening, require one orientation, prevent stacking or reach payload first. A shipment of long or non-stackable units is a common example. Run the 20DC plan, inspect the unplaced row and its restrictions, then compare a larger or differently shaped load space. Verify the physical packages before changing the booking.

The 40DC profile has more than 60 m3 of nominal cube, but physical placement can fail when the cargo mix uses the floor poorly or violates support, rotation, stop-order, pallet or payload rules. Enter mixed sizes as separate rows and compare Max Volume with the operational alternatives. Do not remove a handling rule merely to improve the visual utilization unless the warehouse confirms the change is safe.

Choose 40HC when the cargo needs extra internal height or additional volume and the route, equipment and handling process permit it. The current profiles share a similar floor footprint, while 40HC adds about 30 cm of internal height. Compare both selections with the same cargo rows, especially for tall pallets and light bulky goods. Dense cargo may gain little because payload can become the limiting factor.

Yes. The default 20DC profile uses a planning cargo limit of 28,200 kg, but the actual unit and route can impose different limits. Check placed cargo, pallet tare and additional materials. A missing mass declaration or unknown limit must not be treated as zero or a pass. Cargo payload is different from the packed container’s gross mass, which also includes container tare.

An item must be able to enter the equipment, not merely fit within the internal cube. A tall or wide crate can fit behind the door but still be impossible to load through the opening. Enter the measured door width and clear height under Equipment Restrictions, then rerun the plan. Confirm door seals, hardware, ramps and the real loading angle at the site.

Best Fit may reject the smaller option because of payload, item dimensions, door clearance, pallet footprint or the number of containers required. Review the smaller unit manually and inspect the unplaced list instead of judging only by total CBM. If the difference comes from an incorrect dimension, unit or handling rule, correct the source data; otherwise verify the larger equipment with the carrier.

Yes, the active load-space list includes reefer, Open Top and Flat Rack profiles for preliminary dimension, payload and placement comparison. These are simplified planning models, so use the reefer profiles as a pre-check rather than as evidence of airflow or cold-chain suitability. T-floor clearance, load lines, temperature mapping, over-dimensional permits, lifting points and carrier-specific acceptance require specialist review.

A loading metre is one metre of trailer deck length used across the available width. It helps road-freight teams discuss floor occupancy when cargo cannot be freely stacked. A 1.2 m long pallet row spanning the usable width normally consumes about 1.2 LDM. In CBM3, choose a road trailer and review the LDM panel after calculating or palletizing the cargo. Carrier rules and the actual deck layout control the chargeable value.

The road panel provides a planning estimate of loading metres. Its pallet calculation uses floor positions and pallet dimensions; its loose-cargo estimate uses cargo volume and trailer geometry. It is not a measured loading path or a carrier billing algorithm. Compare it with the actual 3D footprint and ask the carrier how non-stackable cargo, axle distribution and handling gaps are charged.

CBM measures three-dimensional volume, while LDM describes trailer floor length. A stackable shipment can have substantial CBM but modest LDM because height is used efficiently; non-stackable cargo can consume many loading metres with relatively low volume. Select a road profile to view both measures and inspect the loading rules. Confirm how the road carrier prices pallets, LDM, weight and non-stackable space.

Yes. Consider 10 non-stackable pallets measuring 1.2 x 0.8 x 0.5 m: their volume is only 4.8 m3, but they still occupy a large part of the deck because nothing may be placed above them. Enter the palletized cargo and disable stacking where appropriate, then review the road plan and LDM result. Do not permit stacking only to reduce a rate unless the packages and pallet ratings support it.

Floor positions show how many pallet footprints are used compared with the calculated trailer floor capacity. The count helps explain why pallet quantity and LDM may differ from total CBM, especially when pallets are stacked in vertical layers. Select a trailer, enable palletization and review the floor-position line with the 3D plan. Actual loading patterns can change because of axle distribution, doors, side access and securement gaps.

Wheel arches remove usable rectangular space and can block an otherwise valid floor pattern. Enter their start position, length, inward intrusion and height under Equipment Restrictions before rerunning the plan. A pallet or long crate may then move, rotate or become unplaced, changing the rest of the arrangement. Measure the actual vehicle because wheel-arch geometry varies by body and trailer type.

Both current profiles use a 13.6 m length and 2.45 m width, but Standard Trailer uses approximately 2.70 m internal height and Mega Trailer approximately 3.00 m. Each profile has a 24,000 kg planning payload. Mega is therefore mainly useful for taller or bulkier cargo, not automatically for heavier cargo. Compare both plans and confirm the vehicle specification, door height and route restrictions with the operator.

Payload measures weight capacity while LDM measures deck length. Dense steel can reach the weight limit in a short floor area; light non-stackable furniture can consume most of the deck while remaining far below payload. Enter accurate per-unit weights, select a road trailer and review both the weight-distribution and LDM indicators. Final road limits depend on the actual tractor-trailer combination, route and loading position.

Yes. Use one cargo row for each distinct shipping unit or import a prepared spreadsheet. Separate rows preserve each product’s dimensions, quantity, per-unit weight, name and loading rules, and each row receives a distinct visual colour. Do not combine items with different packaging or constraints into an average row when physical placement matters. Review the total row count and imported units before planning.

Yes. Cargo rows support boxes and upright cylinders. Boxes use three outside dimensions; cylinder input follows the diameter and height labels. Cylinder geometry and usable floor space differ from a box with the same volume. The model does not supply chocks, cradles or restraint, and it should not be used to imply that a drum may safely lie on its side.

New box rows default to Horizontal Only: length and width may swap while the entered height stays upright. Full 3D Rotation is an explicit permission to try other box orientations, not a recommended setting for every product. This Side Up and applicable handling restrictions remain effective. Loaded pallets stay upright and must not be turned onto their sides to improve fit.

Stackable cargo may support another unit subject to geometry and weight rules; non-stackable cargo reserves the space above its footprint. A non-stackable row can therefore create large visible voids even when its CBM is small. Set the row rule according to packaging tests and handling instructions, then compare the placement. Never mark fragile or unsupported cargo as stackable merely to increase utilization.

Use Fragile to communicate extra handling care and This Side Up to preserve the required orientation. These flags help constrain and explain the plan but do not design protective packaging or securement. Open the row’s Loading Rules panel, set the applicable flags and add a precise Loading Note for the warehouse. Confirm the package markings and handling procedure with the shipper.

Maximum stack weight limits how much cargo may be placed above a unit or stack. It is useful when a carton can carry some load but not an unlimited amount. Enter the verified packaging limit in the row settings and rerun the plan; an empty value should not be interpreted as proof of strength. Use manufacturer data or a packaging test rather than an estimate for critical cargo.

Loading priority influences which cargo rows are considered earlier when competing items cannot all be placed. Higher-priority cargo can therefore change the final arrangement or which units remain unplaced. Set priority only when there is a real commercial or operational requirement, then inspect all scenarios. Priority does not override payload, physical fit or hard safety constraints.

Drop-off Stop records the delivery sequence of a cargo row. It can be combined with Strict stop order or Prefer easy unloading so later deliveries do not bury the next stop behind other cargo. Enter consistent stop numbers for all relevant rows and review the door-side arrangement. The driver and warehouse must still confirm route sequence, access and securement at each partial unload.

Yes. The Loading Note field stores a free-text instruction with the cargo row, and the simulation PDF includes a Loading Notes table when notes are present. Use concise directions such as “keep dry” or “unload at Stop 2,” without placing passwords or sensitive personal data in the note. A note communicates intent; it does not validate that the instruction is technically safe.

Keep groups separate preserves row grouping; Strict stop order constrains delivery sequence; Allow partial support opts into the controlled partial-support behavior; Prefer easy unloading favors more accessible placements. These are model settings, not transport-safety certificates. The ordinary support threshold and PRO’s separate static support assessment must not be described as universal CTU, SOLAS or carrier standards.

Use carton dimensions when Palletize my cargo will build pallets. Use the loaded-pallet workflow for already assembled pallets, entering each unit’s maximum outside length and width, total height including the base, gross weight and quantity. Do not enable palletization again for a finished pallet or add its base height and tare twice. Pallet stacking is a separate, explicit permission.

Total loaded height includes the pallet base. For example, a 15 cm base plus 220 cm of cargo is 235 cm overall. The maximum loaded-pallet height setting includes the base; it is not an extra cargo-only allowance. Check actual door clearance, package bulges and equipment height before using the plan.

Pallet bases, gaps, footprint limits and stack-height rules consume space that floor-loaded cartons may otherwise use. For example, 20 EUR1 pallet blocks measuring 1.20 x 0.80 x 1.50 m occupy 28.8 m3 as rectangular blocks before any loading gaps. Enable palletization and compare the placed result with a floor-load plan. The more compact option may require more labour or handling risk, so capacity is not the only decision factor.

Yes. Run the cargo once with Palletize my cargo enabled and once without it, keeping the source rows and equipment consistent. Compare placed quantity, pallet count, payload, LDM, handling effort and the 3D arrangement. Save or export the alternatives separately if they must be reviewed later. The warehouse should confirm whether floor loading is practical for the package and labour available.

Review the row’s pallet policy. A pallet-required row must not silently become floor cargo; it needs an eligible larger/custom pallet, a permitted orientation or an unplaced outcome. Floor-Load OK explicitly permits a floor-loading alternative where supported. Inspect the pallet and unplaced summaries rather than treating pallet mode alone as proof that every item is on a pallet.

Yes. The pallet panel supports a custom profile with length, width, base height, maximum stack height, tare weight and maximum payload. Enter the measured or manufacturer-approved values, save the profile if the interface offers that option, and apply it to the cargo. The software does not establish the structural rating of a custom pallet; verify that separately.

For an already loaded pallet, enter the complete outside footprint including any overhang. Do not enlarge a wooden-deck profile just to disguise unsupported cargo in the pallet-building workflow. For example, 5 cm overhang on both sides of an 80 cm deck gives a 90 cm outside width, but the deck is still only 80 cm wide. Packaging support and overhang permission require independent confirmation.

When the system builds pallets, it adds the configured pallet tare to cargo mass once. For already loaded pallets, enter gross unit weight including the pallet; do not add tare again. Actual pallet weight varies with construction and condition. Additional materials and equipment tare are separate concepts, and incomplete mass information must remain explicitly incomplete.

Pallet Required keeps that row in the pallet workflow; Floor-Load OK allows it to be placed directly on the equipment floor when the plan supports that fallback. Use the setting to reflect the real handling contract, not simply to improve fit. Mixed pallet and floor-load results need a practical loading sequence, separation and securement review before use.

Floor loading can remove pallet bases and unused pallet footprint, increasing carton density, but it may require more labour, slower unloading and greater package handling. Compare palletized and floor-loaded plans with the same cargo, then consider forklift access, dock time, damage exposure and customer receiving capability. The highest placed count is not automatically the best operational choice.

Yes, when the physical units can support it and the explicit loaded-pallet stacking option is enabled with a verified supported-gross-weight limit. Stacking is off by default. The model checks available height, upright orientation, supported footprint, remaining bearing capacity and payload; enabling the option does not force a second layer. In pallet-building mode, carton stackability alone is not permission to stack complete loaded pallets. Confirm the actual pallet, packaging and securement arrangement separately.

A EUR footprint is 120 x 80 cm; a 48 x 40 inch footprint is 121.92 x 101.6 cm. Measure the finished loaded unit, including overhang, total height and gross mass. EPAL 1 deck height of 14.4 cm and approximate tare of 25 kg are not generic settings for every EUR pallet. North American pallet footprint alone does not establish deck height, tare or structural capacity. A standard-width 45HC and a 45 ft Palletwide are different profiles. A three-across EUR row needs 240 cm of clear width and cannot be transferred to the 235 cm standard-width profile. Independent floor-layout witnesses use the declared catalogue rectangles: 11 EUR footprints in 20DC, 25 in 40DC, 33 in 45PWHC, and 20 exact 48 x 40 inch footprints in 40DC. These are constructive geometric examples, not maximum-capacity or loading-access claims and not new native application results. They have no specified operating clearance allowance and omit loaded height, mass, securement and loading path; test the real complete shipping units. For example, the 33-EUR Palletwide layout is three 80 cm-wide lanes with eleven 120 cm-long units per lane; it uses 240 x 1320 cm before operating allowances.

Standard Plan tests the quantities entered on the cargo rows. Equal Quantity FCL searches for a feasible equal quantity per active SKU in one load space, using each entered row quantity as its available ceiling. It currently uses loose cargo, not palletized planning. The result is bounded by available quantities, method budgets and model constraints; it is not proof of a mathematical maximum. The ordinary box-fit and shipment comparison workflows still evaluate the order quantities supplied.

In standard loose-cargo planning, Max Volume and Best Balance run automatically. Max Volume prioritizes compact placement; Best Balance prioritizes weight distribution alongside completeness. Easy Loading is now an on-demand alternative, not a third automatic calculation. Palletized planning uses its separate single-plan workflow. Other methods become available only when the current cargo and equipment meet their eligibility rules.

Easy Loading deliberately gives more weight to floor access and reduced stacking, so it may leave capacity unused to simplify handling. Max Volume is more aggressive about compact placement. Compare both cards and inspect the unplaced list, playback and warehouse requirements. Choose the operationally suitable result rather than the highest count alone.

The eleven method labels, in display order, are Max Volume, Best Balance, Deeper Search, PRO Optimization, Easy Loading, Stability First, Route First, Max Volume v2, Layer Build, Sequence Feasible and Axle-Aware. Choose an eligible method for the task, then compare placed quantities, constraints and warnings. A more intensive search can find a better candidate but cannot promise the optimum or the safest real-world load.

Select an eligible method and wait until its calculation has finished before relying on the result. While an on-demand method is Running, a previously displayed scene is not evidence that the new calculation is complete. Review the finished method label and summary before generating a report, saving or creating a share link. Existing files and links do not update themselves.

Presets apply starting row rules for Paper rolls, Barrels, Furniture or Mixed warehouse picks, while Custom rules leaves the current choices under your control. Apply a preset, then review every changed row because it is only an accelerator. Package construction, orientation and securement requirements must be confirmed for the actual commodity.

These Equipment Restrictions reserve or remove space before placement. A door limit can reject an entering item, a wheel arch can block floor positions and a fixed obstacle can force the entire packing pattern to change. Enter measured dimensions, rerun the plan and inspect unplaced cargo. The model is only as accurate as the measurements supplied.

The planner can distribute entered cargo across multiple containers and show the cargo assigned to each. Reconcile quantities per SKU across all containers and the unplaced list. The shipment comparison page tests the same order against 20DC, 40DC and 40HC. Its result is a modelled distribution, not a booking or proof that the fewest possible containers have been found.

Manual reallocation is a constrained, session-only review feature for eligible Standard loose-cargo plans. It is not available for palletized plans, Equal Quantity FCL, Keep groups separate or Strict stop order. A proposed move must pass the target-plan checks. Do not assume that a session-only move is preserved by reopening a code or exporting a report; inspect the generated output and its quantity distribution before handoff.

PRO Optimization is an opt-in search method with a separate static support model. Review its confirmation and the Rigid transport unit – PRO setting before running it; this assumption is not suitable for every carton, flexible package or pallet. It does not waive rotation, geometry or weight constraints, and its static assessment is not dynamic transport or securing certification.

No. A search budget limits the effort available for exploring candidate arrangements. Actual elapsed time depends on the selected method, input size, eligibility, device and whether the search finishes early. The planner can retain an existing better candidate. A budget is not a fixed waiting time, a guarantee of full placement or proof of mathematical optimality.

Operational uses a clear technical colour-coded view, Realistic adds more detailed materials and lighting, and X-Ray makes boundaries more transparent so cargo and restrictions are easier to inspect. Switch modes from the 3D toolbar after a plan is available. The visual style changes how the same placement is reviewed; it does not change the cargo calculation or make a safety decision.

The toolbar provides Isometric, Door, Top and Side camera presets, a camera reset and a Full screen control. Mouse or touch controls can be used for closer inspection, while presets provide repeatable viewpoints. Use the Door view to review access and the Top or Side view to inspect layers. Screen perspective can hide clearances, so verify critical dimensions numerically.

Row colours separate product groups in the 3D scene and legend, while labels identify the row’s product name where the current detail level permits. Use distinct rows and meaningful item names before running the plan. On large scenes, representative labels and simplified edges may replace labels on every unit to preserve performance. Use the legend or selection panel when a label is not visible.

Yes. The 3D viewer supports selecting a placement and displaying its item details, including available dimensions, weight and row metadata. Use the selection to confirm which coloured unit belongs to which input row. The panel reports entered data and planned position; it does not inspect the physical package or detect undeclared damage and projections.

Playback reveals the planned loading sequence progressively and lets the user move through the placed units with the slider. It is useful for explaining the order to a warehouse and for checking whether later cargo blocks earlier steps. Compare playback with Drop-off Stop and Loading Notes before sharing the plan. The sequence is a communication aid and may need adjustment for the site’s equipment and securement procedure.

Auto selects a suitable quality level for the device and scene; High favours detail, Balanced reduces graphics cost, and Performance uses the lightest presentation. The choice is available in the 3D toolbar and is stored for the browser session. Lowering quality changes rendering detail, not calculated placement. Use Performance when the device struggles, then inspect critical rows from more than one camera angle.

The renderer applies scene-size policies to keep large plans responsive. Above the detailed range it reduces labels and edges and caps quality; very large placement counts use the Performance profile. This is why a 500-unit plan can appear simpler than a 50-unit plan. Use the legend, selection panel, container tabs and PDF tables to identify cargo rather than relying on labels on every unit.

Choose Operational or Performance, close other graphics-heavy tabs, enable browser hardware acceleration and avoid rendering unnecessary rows. Large imports should still be reviewed in the table while the visual scene uses simplified detail. If the page becomes unresponsive, save or export the data before refreshing. A lower visual quality does not reduce the mathematical precision of the cargo rows.

Visible space may be the wrong length, width, height or location for the remaining unit, or the unit may violate rotation, support, stackability, pallet, stop-order, obstacle or payload rules. Open the unplaced list and review the affected row before changing equipment or constraints. Do not remove a real handling rule just to fill a visual gap.

No. The scene visualizes a model based on entered cargo, equipment and rules. It does not certify packaging strength, load restraint, physical equipment condition, dangerous-goods segregation, cold-chain suitability or legal transport compliance. Transport Check and container-record fields support review but do not convert the simulation into an approved loading or securing certificate.

The numerical estimate shows longitudinal X, lateral Z and height Y for placed cargo and known pallets, assuming each unit has a centered mass. Read the origin note shown for the selected equipment: rear-door containers and road vehicles start X at the closed/front end and increase toward the rear; Y is above the load floor, not the road. Step Deck height uses its lower-deck datum. Unknown masses, separately recorded materials and equipment tare are not silently included. This is not the verified mass center of a complete vehicle/container or an approval of axle loading or transport stability.

Eligible predefined road and rail vehicle profiles offer optional per-axle static estimates and an Axle loads show/hide overlay. The form uses measured vehicle data or an explicitly acknowledged representative profile; changing an assumed value does not turn it into verified vehicle data. Steering/drive/trailer or bogie reactions, coupling transfer and group/gross comparisons depend on the selected topology. A coupling reaction is an internal transfer, not an extra ground axle to add again. All axles must be down with the declared suspension shares. Lift axles, changing shares, braking, cornering and dynamic transport forces are outside this static estimate. A container, swap body, air unit or Custom Size does not identify its carrying chassis: supply the real carrier data rather than inferring axles from a cargo envelope. Decorative wheels and the coupling are illustrative. Overlay positions use entered axle coordinates, not decorative mesh measurements. The overlay is hidden for partial playback or height slicing; the axle form and results are session-only and are not included in PDF, saved/share records or analytics.

Yes. The import workflow accepts spreadsheet data so large cargo lists do not need to be entered row by row. Download or follow the template, keep one product type per row and map the required columns before importing. Review the imported row count, unit system, dimensions, quantities and weights immediately. A successful file read does not prove that the source data is correct.

Use the current downloadable template rather than an old fixed column list. It covers dimensions, quantity and weight, plus supported row rules such as rotation, stacking, This Side Up, fragility, maximum supported weight, priority and stop. The current schema also supports pallet policies/profiles, mixing settings, loading notes, presets and the PRO support profile. Keep units explicit and review imported rules, especially old files with missing rotation fields.

Yes, when the source system can export a compatible Excel or CSV file. Prepare the dimensions, quantity and weight columns, add supported optional rule columns, and import the file through the Import panel. After planning, use CSV or XLSX export to return cargo and result fields to a spreadsheet workflow. Any further transfer or automation must be handled outside the published CBM3 file workflow.

Yes. CSV and XLSX export can include row constraints as well as result fields such as volume, density and freight class. Use Export after confirming the current rows and rules, then open the file and inspect several records before sending it onward. An export is a snapshot; later changes in the calculator do not update the downloaded file.

Download the current blank or sample XLSX/CSV template from the import workflow or Excel guide. Preserve the headers and units, enter one distinct shipping unit per row, import it and verify quantities, dimensions and rules. These files exchange cargo data; they do not run the 3D optimization inside Excel. Keep the original source and regenerate exports after changing a plan.

The Product Library stores reusable item definitions so common cartons or products can be added without retyping their basic data. Save a verified row to the library, then insert it into a later calculation and update the quantity or job-specific rules. Library entries should be reviewed whenever packaging changes; an old saved dimension can invalidate an otherwise correct plan.

History keeps recent browser activity for quick recovery, Templates preserve reusable cargo-row setups, and My Records lists account-linked saved calculations for signed-in users. Choose History for a recent local step, a Template for repeated input structure and My Records for persistent project access. Export critical data as an additional operational backup.

Yes. The toolbar provides Undo and Redo, and the current shortcuts include Ctrl+N for a new row, Ctrl+S to save, Ctrl+Z to undo, Ctrl+Y to redo, Enter to add a row from the last row and Tab to move to the next field. Use the visible controls if the browser or operating system intercepts a shortcut. Verify the table after bulk edits.

Yes. A custom equipment profile can store measured dimensions and payload for reuse, while the session-only specification override changes the active equipment for the current planning session. Use a saved custom profile for a recurring vehicle and an override for a one-off measured unit. A session override is not written back to the global profile, so record the actual equipment data with the job.

A simulation PDF records the selected plan’s equipment, quantities, placement information, rules and available 3D views. Depending on the result and supplied data, it also carries mass, transport-review and limitation information. Inspect the current container tables and any incomplete assessments before sharing. It is a report of the modelled plan, not a VGM document, engineering approval or certified loading instruction.

The public workflow documented here is file-based CSV/XLSX exchange and browser-based planning. It does not promise a public integration API, a direct ERP/WMS connector or optimization inside Excel. Use the current template, validate the import and handle any further system integration separately.

Guest saves are stored in the current browser, not automatically in a personal cloud account. Use Save Calculation and verify that the code reopens the expected data in that browser. Clearing site data, private browsing or changing devices can remove access. Export important cargo data or use a signed-in, account-linked record for continuity.

Load by Code first checks the guest saves stored in the same browser. A guest code therefore normally works only in that browser profile and is not a cross-device cloud record. Enter the code through Load by Code and confirm the restored rows, load space, planning mode and rules. Keep an exported copy if the plan matters beyond the current device.

A signed-in save is stored as an account-linked record and receives a code that the public load endpoint can reopen when the record is published for code access. This supports reopening from another browser without using the original guest storage. Treat the code as a bearer link: anyone who receives it may be able to load the associated planning data. Share it only with intended recipients.

Yes. Copy public link creates a URL containing a compact snapshot of the selected units, strategy, load space, planning mode, scenario, global rules and basic cargo values. The recipient can open those values in the calculator and make a separate local edit. Their changes do not modify the sender’s saved record automatically. Do not place confidential identifiers in data intended for a widely forwarded URL.

Editable means the recipient can change the calculator state loaded from the URL and generate a new result. It does not create simultaneous editing, version control or automatic synchronization with the sender’s plan. If the recipient changes cargo or scenario, they should create and send a new link or save. Both sides should identify which snapshot is approved for operations.

No. A copied public link is a snapshot. After changing the method or cargo, wait for the new calculation to complete and create a fresh link or save. Identify the equipment, method and revision in the accompanying message. A recipient opening an older link is not automatically looking at your latest plan.

Avoid secrets, passwords, sensitive personal data and unnecessary commercial details. A public share URL carries planning values in the link, while an account save code can act as a key to its record. Use product references that recipients need, send links through an appropriate channel and revoke or replace exposed business references outside the calculator if required. Public handoff is not an access-controlled document room.

A free account adds account-linked saved calculations, dashboard access and cross-device access to those records. Browser-local history is separate. An account does not make a public share link private or provide automatic simultaneous editing. Review what is included before sharing a plan or code.

Enter and calculate the cargo, open Create Quote, select Sea, Air or Road, and complete the customer, preparer, rate and transport-detail fields that apply. The form can use vessel and port details for sea, flight and airport details for air, or truck and route details for road. Review every amount, currency and date before generating or sharing the quote.

No. Rates, transit details, surcharges, taxes and exchange information entered in the quote workflow are planning inputs, not live carrier offers. Use the mode comparison and chargeable-weight values as preparation aids, then enter verified commercial data. Confirm the final amount, validity period, inclusions and exclusions against the carrier or service provider before sending it to a customer.

The quote PDF can include quote ID and date, preparer and customer information, cargo and container summary, product rows, row-level Loading Notes, the selected transport mode, chargeable-weight details, entered vessel, flight or truck data, notes and attached images. Generate the PDF only after reviewing the input fields. It does not replace a carrier quotation or resolve taxes, surcharges and exchange-rate changes.

The quote workflow can open WhatsApp, prepare an email, copy a text summary to the clipboard and download a PDF. Recent quote data is stored in the browser’s local storage; signed-in dashboard logging may add an account-side record when that function is available. Attached images can be included in the PDF. Remove unneeded personal data before sharing and keep the source quotation separately.

Keep each size in a separate row instead of using one average carton. If 100 cartons are 50 x 40 x 30 cm, 80 are 60 x 40 x 35 cm and 70 are 40 x 30 x 25 cm, their row volumes are 6.000, 6.720 and 2.100 m3, for a total of 14.820 m3. Enter or import the three rows, add per-unit weights and rules, then run Best Fit and inspect the actual placement. Check the source file totals before loading.

Weight can be the limiting factor even when the container looks empty. Suppose 20 steel crates each measure 100 x 80 x 60 cm and weigh 1,500 kg. Their total volume is 9.600 m3, but total weight is 30,000 kg, above the current 20DC planning payload of 28,200 kg. Enter the crates with gross per-unit weight and review the payload result before changing equipment. The booked unit, road route and lifting equipment require separate checks.

The 62 m3 total is below both nominal profile volumes, but 40HC may still be the more practical choice when the pieces or pallet stacks need extra height. Enter every finished furniture package, mark non-stackable or fragile rows correctly and compare 40DC with 40HC. Inspect placed quantities rather than the volume headline. Do not remove protective spacing or stack restrictions just to make the smaller profile appear sufficient.

Assign Drop-off Stop 1, 2 and 3 to the relevant cargo rows and select a road trailer. Activate Strict stop order when the route sequence is a hard requirement, or Prefer easy unloading when accessibility is a softer preference, then compare utilization and playback. A stricter order can place fewer units because it reserves an accessible sequence. The driver and warehouse must confirm how the load will be re-secured after each stop.

Treat pricing weight and physical ULD fit as separate checks. A shipment of 2.4 m3 weighing 300 kg has an Air planning volumetric weight of 2.4 x 167 = 400.8 kg, so the planning chargeable weight is 400.8 kg. Select LD3, LD7 or PMC to test package placement, then review the weight comparison. The airline must confirm contour, aircraft compatibility, restraint, dangerous-goods status and final chargeable weight.

Recorded local acceptance example, 27 October 2026: Calculator 11.63.90 placed all 100 boxes measuring 60 x 40 x 40 cm and 12 kg each into the 20DC planning envelope of 589 x 235 x 239 cm, with Horizontal Only rotation, stacking enabled and no palletization. Cargo volume is 9.600 m3 and cargo mass is 1200 kg. A separate explicit grid passed bounds, no-overlap and support checks; the local browser produced a five-page report. This tests that order, not maximum container capacity. Door/loading access, package strength, securing, additional materials and actual equipment remain independent checks. Because additional materials were undeclared, complete-load mass and VGM were not assessed. This is a local recorded test, not evidence of production acceptance.

First confirm unit system, outside dimensions, quantity, gross weight, shape, rotation, stacking, pallets, door limits, obstacles and global rules. Then inspect which row is unplaced and compare the alternatives. A larger unit may solve a real constraint, but it can also hide a data-entry error. Confirm route availability, cost and actual equipment specifications before changing the booking.

Review mass completeness before relying on any payload percentage, not only above 90 percent. Include cargo, pallet tare and additional materials once; explicitly declare no additional material when that is true. An unknown mass or cargo limit is not a zero and must not become a pass. Verify actual container tare, rated limits, route constraints and the applicable weighing and carrier procedures independently. The 90 percent figure is a review prompt, not a universal statutory limit.

Verify actual cargo and equipment dimensions, door clearance, gross weight, payload, floor and pallet ratings, item condition, lifting access, loading order, weight distribution, securement, route limits and carrier acceptance. Dangerous goods, refrigerated cargo, oversized loads and air ULDs need the applicable specialist review. CBM3 is a calculation, visualization and communication aid; the shipper, carrier and loading team remain responsible for the real operation.

They organize entered transport, route, equipment and supporting-record information and highlight incomplete or conflicting inputs. They do not authenticate a CSC plate, issue VGM or approve a securing arrangement. VGM includes the complete packed container mass, including equipment tare; the calculator’s cargo/pallet subtotal is not automatically VGM. Actual weighing, inspection, documentation and acceptance remain with the responsible parties.

No. The ordinary support threshold is an internal geometric planning rule, not a universal CTU Code, SOLAS or carrier acceptance test. PRO uses a different opt-in static model. Neither a support percentage nor a completed Transport Check establishes dynamic transport safety, packaging strength or an adequate securing method.