What is LIFO loading and why does it matter for multi-stop routes?

LIFO stands for Last In, First Out. In multi-stop truck loading, it means the cargo for the last delivery stop is loaded first (placed deepest in the trailer), and the cargo for the first delivery stop is loaded last (placed nearest the rear doors). This ensures that when you arrive at Stop 1, its cargo is immediately accessible at the door without having to unload anything else first. Getting LIFO wrong on a rear-access trailer means you cannot access the first stop's cargo without physically removing all the cargo stacked in front of it — typically requiring 1–4 hours of manual reloading at the roadside or delivery dock.

How do axle loads change between stops on a multi-drop route?

Every time cargo is unloaded at a stop, the remaining cargo's centre of gravity shifts. If the cargo near the rear doors is unloaded first, the CoG moves forward — increasing kingpin load and decreasing bogie load. If cargo near the cab is unloaded first (which shouldn't happen with LIFO but can happen with side-loading), the CoG moves rearward. For long multi-stop routes with significant drops at each stop, the axle load profile can change substantially between legs. Best practice is to model axle loads at each leg before departure and identify any leg where an axle group might approach its limit.

Do I need a separate CMR for each delivery stop?

Yes — for international road transport, each consignee requires their own CMR consignment note. A single CMR covers a single sender-to-receiver contract of carriage. On a 3-stop international route, you need 3 CMRs, each describing the cargo, weight, and goods for that specific consignee. The carrier retains one copy, the consignee signs and retains one copy, and one copy travels with the goods. For domestic multi-drop, national regulations vary — many countries allow a master waybill plus delivery notes per stop, but check your specific jurisdiction.

Can I mix cargo from different stops in the same area of the trailer?

Technically yes, but it creates significant operational risk. If Stop 1 and Stop 2 cargo are intermixed in the same trailer bay, unloading Stop 1's goods requires identifying and moving individual items — dramatically increasing unloading time and cargo damage risk. The only scenario where mixing is acceptable is with side-access trailers and clearly labelled individual items, where each piece can be extracted independently. For pallet loads, always keep each stop's cargo in a discrete zone — either separate rows (front-to-back LIFO) or separate lateral zones (with curtainsider side access).

What happens if the delivery sequence changes after loading?

If a delivery sequence changes after the truck is loaded (e.g. a consignee reschedules), you face three options: accept the reloading cost at the roadside to bring the correct cargo to the door, use a side-access curtainsider to access the affected cargo laterally without reloading, or negotiate with the consignees to maintain the original sequence. For rear-access trailers, an unplanned sequence change almost always means a roadside reload. This is why locking the delivery sequence before loading — and not changing it — is critical. Any sequence change should trigger a review of the loading plan before departure.

Route Loading Guide

Multi-Stop Truck Loading Plan

Last delivery loads first. Get the sequence wrong and you spend hours reloading at the roadside — or damage cargo that was never meant to move.

Loading principle

LIFO — last stop, first in

Documentation

CMR per consignee

Axle loads

Recalculate per leg

Access type

Rear or side loading

Route Loading Sequencer

See which stop loads first — and why

At depot — loading

CAB DOOR

Berlin

8,000 kg — loads last (nearest door)

Hamburg

9,000 kg — loads second

Copenhagen

7,000 kg — loads first (deepest)

Remaining load 24,000 kg (100%)

Route Planning Guide

How to plan a multi-stop truck load

Follow this sequence at the planning stage — before the truck is loaded. Fixing a sequencing error at the roadside costs hours; fixing it on paper costs minutes.

Step 1

Map all stops and finalise delivery order

Before planning the load, lock in the delivery sequence for the route. Delivery order determines loading order — the two cannot be planned independently. For multi-drop routes, use routing software to optimise the stop sequence for distance and time windows, then freeze it. Any change to delivery sequence after loading may require a partial or full reload. Document the agreed stop sequence on the trip sheet before loading begins.

Step 2

Assign cargo to each stop and calculate weights

For each stop, list every pallet, crate, or item with its weight and dimensions. Calculate the total cargo weight per stop. This gives you the per-leg weight profile — which axle groups carry what weight at each point in the journey. Note any special handling requirements per stop: items that must stay upright, temperature-sensitive cargo, hazardous goods that require specific positions within the trailer.

Step 3

Load in reverse delivery order — last stop deepest

The cargo for the last delivery stop must be loaded first, placed deepest in the trailer (closest to the cab bulkhead). The cargo for the first delivery stop loads last, placed nearest the rear doors. For a 3-stop route: Stop 3 cargo → load first (deepest), Stop 2 cargo → load second (middle), Stop 1 cargo → load last (at door). This is LIFO (Last In, First Out) applied to route planning. With rear-only access trailers this is mandatory — side-access curtainsiders give more flexibility but the principle still applies.

Step 4

Calculate axle loads for each leg of the route

Axle load compliance must be checked for every leg, not just the full load. As cargo is unloaded at each stop, the weight distribution shifts. Example: if the first stop's cargo is at the rear (door end) and weighs 8,000 kg, unloading it shifts the cargo CoG rearward on the remaining load. This can push the trailer bogie closer to its limit even though total GVW has fallen. For routes with heavy stop-by-stop drops, model the axle loads at each leg using the lever rule before departure.

Step 5

Prepare a CMR waybill per consignee

Each delivery stop requires its own CMR international consignment note (for international routes) or national waybill. The CMR must state the weight and number of packages for that specific consignee — not the total truck load. Keep the CMRs in stop order in the cab so they can be handed over in sequence. For domestic multi-drop, many operators use a single master manifest plus a delivery note per stop. Whichever format you use, each consignee must sign for their goods on receipt.

Step 6

Use side-curtain access to reduce reloading risk

With rear-access-only trailers (box vans, reefers), LIFO sequencing is non-negotiable — you cannot access middle or front cargo without removing what's in front. Curtainsider trailers with full lateral access reduce this constraint significantly: you can access any row from the side regardless of the loading order. For multi-stop routes with frequent deliveries, a curtainsider is the operationally superior choice. Even with side access, load the heaviest items in the most stable positions and avoid stacking cargo that will be needed early on top of cargo that stays on the truck.

Multi-Stop Rules

Key rules for multi-stop loading

These rules apply regardless of whether you're running 2 stops or 10. The consequences of getting sequencing wrong scale with the number of stops.

Loading principle

LIFO

Last stop — deepest in trailer

CMR required

Per consignee

Not per truck

Axle check

Per leg

Load shifts at each drop

EU bogie limit

21,000 kg

Even on a partially unloaded truck

Rear-access trailers

LIFO is mandatory

Box vans, curtainsiders with closed sides, reefers, and any trailer accessible only from the rear doors must be loaded in strict reverse delivery order. There is no safe way to access out-of-sequence cargo without unloading everything in front of it. Any deviation from LIFO on a rear-access trailer means manual reloading at the delivery point — in a car park, on a service road, or at the receiving dock. This adds 1–3 hours per incident and creates cargo damage liability.

Curtainsider side access

Flexibility — not a free pass

A curtainsider with full lateral access allows any pallet row to be accessed from the side without moving other cargo. This relaxes strict LIFO requirements — but does not eliminate them. Heavy or unstable cargo still needs to be placed for structural integrity regardless of access. For multi-stop routes, side access means you can place each stop's cargo in a dedicated zone across the trailer width rather than stacking them front-to-back.

Documentation compliance

Per-stop CMR + master manifest

For international multi-stop routes, each consignee requires their own CMR waybill completed before departure. The total truck manifest lists all cargo; each CMR covers one consignee's goods. If cargo for multiple consignees is mixed in the same area of the trailer (e.g. pallets from two stops in the same bay), both CMRs must clearly describe the goods and their positions. Border control may check whether declared weights match individual axle weights — discrepancies between the CMR and actual weights are a red flag.

Frequently Asked Questions

Your next load, perfectly planned.

Start free. No credit card. No install.

Plan a Container Plan a Truck Load