CBM Calculator
Cubic metres for the whole shipment, and the chargeable weight the carrier will actually invoice.
| Pieces | Length (cm) | Width (cm) | Height (cm) | Weight each (kg) | CBM | |
|---|---|---|---|---|---|---|
| 1.920 | ||||||
| 7.680 |
Total volume
9.600 m³
- Pieces
- 28 on 2 lines
- Gross weight
- 760.0 kg
- Volumetric weight
- 9,600.0 kg
- Chargeable weight
- 9,600.0 kg — billed on volume
- Density
- 79.2 kg/m³
- Fills a 40′ high cube
- 12.6%
Carriers measure and reweigh at the terminal. Treat this as the number to check a quote against, not as the quote itself.
Shipping LTL inside the US instead? Work out the freight class →
How this is calculated
CBM per piece = length(m) × width(m) × height(m) shipment CBM = Σ (CBM per piece × pieces) volumetric kg = CBM × kg per m³ for the mode chargeable = the greater of gross kg and volumetric kg
Everything reduces to metres before the multiplication, which is why the unit toggle changes the answer and not just the label. The classic error is dividing centimetres by 10,000 instead of 1,000,000: a metre is a hundred centimetres, so a cubic metre is a hundred cubed. That slip inflates a shipment tenfold and produces a quote nobody can reconcile.
The volumetric rates here are the same divisors written the other way round. Air freight uses 6,000 cm³ per kilogram, which is 167 kg in a cubic metre; express uses 5,000, which is 200 kg and therefore dearer for the identical box. Sea LCL has no divisor — the weight-or-measure rule makes one cubic metre and one tonne the same billable unit, so a cubic metre is simply 1,000 kg.
What the modes cost for the same cubic metre
| Mode | Per m³ | 1 m³ at 50 kg | 1 m³ at 300 kg | Billed on |
|---|---|---|---|---|
| Sea LCL (W/M) | 1000 kg | 1,000 kg | 1,000 kg | volume |
| Air freight (1:6000) | 167 kg | 167 kg | 300 kg | weight above ~167 kg/m³ |
| Express courier (1:5000) | 200 kg | 200 kg | 300 kg | weight above ~200 kg/m³ |
Read the two middle columns together: at 50 kg every mode bills on volume, and the entire difference between them is the divisor. At 300 kg the sea column still bills on volume while air and express have crossed over to actual weight. That crossover point is the density in the last column, and knowing it tells you whether adding weight to a shipment is free or expensive.
Usable volume of the common dry containers
| Container | Usable volume | At 80% packing | Pallets (1.2 × 1.0 m) |
|---|---|---|---|
| 20′ standard | 33.2 m³ | 26.6 m³ | 10 |
| 40′ standard | 67.7 m³ | 54.2 m³ | 20-21 |
| 40′ high cube | 76.4 m³ | 61.1 m³ | 20-21 |
| 45′ high cube | 86 m³ | 68.8 m³ | 24-26 |
These are usable volumes rather than internal dimensions, and even so they assume tidy stacking. Cartons do not tessellate, pallet footprints rarely divide evenly into the container width, and something always has to be left near the door. Plan on eighty to eighty-five per cent and treat anything better as a good day.
Frequently asked questions
How do you calculate CBM?
Multiply length by width by height with all three in metres, then multiply by the number of pieces. If your carton is measured in centimetres, either convert each side to metres first or divide the product by 1,000,000 — a metre is a hundred centimetres, and a cubic metre is a hundred cubed. The most common mistake is dividing by 10,000 instead, which inflates the shipment tenfold and produces a quote nobody can explain.
What is volumetric weight and why does it exist?
It is the weight a carrier assigns to space rather than mass. A container or an aircraft hold runs out of room long before it runs out of payload, so light bulky freight would be nearly free if it were billed on mass alone. The carrier converts your volume into a notional weight and bills whichever is larger. That is why the same box of cushions costs the same as a box of bolts half its size.
Which divisor applies to my shipment?
Air freight conventionally uses 6,000 cm³ per kilogram, which is the same as 167 kg per cubic metre. Express couriers use 5,000, which is 200 kg per cubic metre and therefore more expensive for the same box. Sea LCL does not use a divisor at all — it uses the weight-or-measure rule, where one cubic metre and one tonne are the same billable unit. Divisors are contractual, so check yours before quoting.
Do I measure the carton or the pallet?
Whatever the carrier picks up. If your cartons travel loose, measure the cartons; if they ship palletised, measure the loaded pallet including the pallet itself and any overhang, because that is the space the shipment occupies. Shrink wrap, corner protection and a stack that bulges past the pallet edge all add volume that shows up on the invoice even though they add almost no weight.
Why is my container fill lower than my CBM suggests?
Because cartons do not tessellate. The figures on this page are the usable volumes rather than the internal dimensions, and even those assume sensible stacking. Real loads lose space to pallet footprints that do not divide evenly into the container width, to cartons that cannot be stacked upright, and to the gap left at the door. Eighty to eighty-five per cent of the nominal volume is a realistic planning figure.
Should I ship LCL or book a full container?
Compare your chargeable measure against the price of a full container rather than against its volume. LCL is priced per cubic metre with a minimum, and the per-unit cost does not fall as you add volume, so somewhere between fifteen and twenty cubic metres a 20-foot container usually becomes cheaper outright. It also skips consolidation and deconsolidation, which is often the bigger saving in time.
Results are planning estimates. Volumetric divisors are contractual and vary by carrier and service; container capacities vary by build and by the equipment you are actually allocated. Confirm both with your forwarder before committing to a booking.