What Is Freight Class? The Complete NMFC Guide for Shippers (2026)

# What Is Freight Class? The Complete NMFC Guide for Shippers (2026)

If you ship anything via Less-Than-Truckload (LTL) freight, freight class is the single biggest factor determining your shipping costs. It is the classification system that tells carriers how to price your shipment — and understanding it can mean the difference between paying $200 or $2,000 for the same pallet. Every LTL carrier in the United States uses freight class to set rates, and misclassifying even one shipment can trigger reclassification fees, billing disputes, and strained carrier relationships.

Freight class is a standardization system created by the National Motor Freight Traffic Association (NMFTA) that classifies goods into one of 18 classes based on how much space they take up relative to their weight. The denser your shipment (heavy items in a small space), the lower your class number and the lower your LTL rates. The lighter your shipment relative to its volume (bulky items that weigh little), the higher your class number and the higher your rates. The system has been in use since 1936 and remains the backbone of domestic LTL pricing.

This guide covers everything shippers need to know: all 18 freight classes with their density thresholds updated for Docket 2025-1, an interactive freight class calculator, the step-by-step density calculation formula, the NMFC coding system, real-world commodity examples, and proven strategies for reducing your freight class to save money. Whether you are shipping your first LTL pallet or managing a high-volume dock, this is the reference you will come back to.

Why Freight Class Exists

The freight class system exists because LTL carriers share trailer space among multiple shippers on every load. A standard 53-foot dry van has two finite resources: roughly 2,700 cubic feet of internal space and a legal weight limit of approximately 44,000 to 45,000 pounds of freight. Goods that use both resources efficiently — dense, heavy, compact items — cost less to transport per unit than goods that eat up floor space but contribute little weight.

Consider two pallets side by side. Pallet A holds 1,500 lbs of steel bolts on a standard 48×40 footprint at 48 inches tall. Pallet B holds 200 lbs of foam packaging on the same footprint at the same height. Both pallets consume the same trailer space, but Pallet A contributes seven times more revenue-generating weight. The carrier needs a way to charge Pallet B proportionally more for consuming that space without contributing weight. Freight class is that mechanism.

Without a standardized classification system, every carrier would price commodities differently, making it nearly impossible for shippers to compare quotes or for brokers to build consolidated loads. The NMFC system gives the entire industry a common language for pricing, which is why it has survived for nearly 90 years despite periodic calls for reform.

How the NMFC System Works

The National Motor Freight Classification (NMFC) is a standardized freight classification system published by the NMFTA (rebranded as the Commodity Classification Standards Board, or CCSB, in 2024). It assigns every type of commodity a classification based on four characteristics: density, stowability, handling difficulty, and liability (risk of damage or theft).

Of these four factors, density is by far the most important. Following NMFTA Docket 2025-1 (effective July 1, 2025), Classes 50 and 55 were added to the density-based scale, and the majority of common commodities now default to density-based classification rather than commodity-specific rules. This made the system more straightforward for shippers: calculate your density, look up the class. For a detailed breakdown of every change in the July 2025 update, see our article on NMFC 2025 Docket Changes.

The NMFC tariff is not a free public document. Access to the full NMFC database (ClassIT) requires a paid subscription through the CCSB. However, the density-based class thresholds are widely published and used by carriers, 3PLs, and freight tools — including the calculator embedded below. Shippers who regularly need to look up commodity-specific NMFC codes should consider a ClassIT subscription, but for the vast majority of palletized goods, the density table is all you need.

All 18 NMFC Freight Classes — Complete Reference

Here is the complete density-based freight class table, updated per NMFTA Docket 2025-1 (effective July 1, 2025). Density is measured in pounds per cubic foot (lbs/ft³). For a deep dive into how specific commodities map to these classes, see our Freight Class Commodity Reference.

Class 50 — Density: 50+ lbs/ft³. The densest category. Examples: bricks, cement blocks, hardwood flooring, steel plates, bags of sand, lead ingots. These are the cheapest to ship because they maximize a trailer's weight capacity relative to floor space. At Class 50, a carrier's trailer will typically "weigh out" (hit its weight limit) long before it "cubes out" (runs out of space).

Class 55 — Density: 35–50 lbs/ft³. Examples: concrete mix, bulk hardware, metal castings, canned goods in bulk, industrial fasteners, bags of nails. Added to the density-based scale in Docket 2025-1 — previously only available through commodity-specific NMFC codes.

Class 60 — Density: 30–35 lbs/ft³. Examples: car parts (engine blocks), bottled beverages in bulk, bulk chemicals in drums, stone countertops, ceramic tile, steel wire spools.

Class 65 — Density: 22.5–30 lbs/ft³. Examples: bottled water (palletized), car accessories, engine components, electrical fittings, boxed wine, bulk fasteners.

Class 70 — Density: 15–22.5 lbs/ft³. Examples: food items, machinery parts, automotive accessories, cases of soda, plumbing fixtures, paper products. Class 70 is one of the most common classes for general merchandise and is often used as the baseline for carrier rate negotiations.

Class 77.5 — Density: 13.5–15 lbs/ft³. Examples: tires, bathroom fixtures, printed materials, garden equipment, power tools, palletized pet food bags.

Class 85 — Density: 12–13.5 lbs/ft³. Examples: crated machinery, transmissions, cast-iron stoves, large appliances (washers, dryers), industrial pumps.

Class 92.5 — Density: 10.5–12 lbs/ft³. Examples: computers, monitors, small appliances, refrigerators, wine (boxed), industrial fans, packaged medical equipment.

Class 100 — Density: 9–10.5 lbs/ft³. Examples: boat covers, wine cases, canvas goods, furniture pads, vacuums, boxed gym equipment. Class 100 is often the dividing line between "average" and "expensive" LTL shipping — rates above this threshold increase significantly.

Class 110 — Density: 8–9 lbs/ft³. Examples: cabinets, framed artwork, packaged household goods, exercise equipment, crated musical instruments.

Class 125 — Density: 7–8 lbs/ft³. Examples: small household appliances (boxed), vending machines, industrial control panels, display cases, unassembled shelving.

Class 150 — Density: 6–7 lbs/ft³. Examples: auto sheet metal, bookcases, assembled furniture, workspace partitions, large flat-panel displays (crated).

Class 175 — Density: 5–6 lbs/ft³. Examples: clothing and textiles, couches (unboxed), mattresses (compressed), metal office furniture, motorcycle frames.

Class 200 — Density: 4–5 lbs/ft³. Examples: TVs and electronics (boxed), auto body panels (sheet metal), mattresses (standard), non-operating aircraft parts.

Class 250 — Density: 3–4 lbs/ft³. Examples: bamboo furniture, mattresses (pillow-top), large artwork in crates, disassembled kayaks, hollow fiberglass components.

Class 300 — Density: 2–3 lbs/ft³. Examples: model boats, wood cabinets (assembled, hollow), taxidermy items, large fiberglass panels, assembled canoes.

Class 400 — Density: 1–2 lbs/ft³. Examples: deer antlers, large framed paintings, foam-filled items, styrofoam blocks, inflatable boats (deflated).

Class 500 — Density: Less than 1 lb/ft³. The lightest and most expensive category. Examples: ping pong balls, low-density packaging foam, gold dust bags, aerogel, inflated pool toys. Class 500 rates can be 8–10x Class 50 rates. Few shippers encounter Class 500 in practice, but it illustrates the extreme end of the scale.

The jump from Class 50 to Class 500 represents approximately a 10x difference in rate per hundredweight (cwt). A single class change in either direction can move your per-shipment cost by 15–30%, which is why accurate classification matters so much for your bottom line.

How to Calculate Freight Class Step by Step

Calculating freight class comes down to one core formula: Density = Weight ÷ Volume. Once you know your density in pounds per cubic foot, you match it to the class thresholds above. Here is the exact step-by-step process.

Step 1: Measure your shipment dimensions. Measure the length, width, and height of each handling unit (pallet, crate, or box) in inches. Always measure to the outer dimensions — include pallets, overhang, and any packaging that takes up space on the truck. If a box overhangs the pallet by 2 inches on each side, your length is the pallet length plus 4 inches.

Step 2: Calculate total cubic inches. For each piece: Length (in) × Width (in) × Height (in). If you have multiple identical pieces, multiply by the number of pieces. If you have pieces of different sizes, calculate each separately and sum them.

Step 3: Convert to cubic feet. Divide total cubic inches by 1,728 (since 12 × 12 × 12 = 1,728 cubic inches per cubic foot). This gives you the volume in cubic feet.

Step 4: Weigh your shipment. Use the total weight of the entire shipment in pounds, including all packaging materials and pallets. Carriers weigh the pallet too, so always include it. If you are unsure of pallet weight, a standard GMA pallet weighs roughly 33–48 lbs.

Step 5: Calculate density. Density (lbs/ft³) = Total Weight (lbs) ÷ Total Volume (ft³).

Step 6: Look up the class. Match your density to the class thresholds in the reference table above.

Worked Example: Auto Parts Shipment

Here is a real-world example. You are shipping a pallet of auto parts: the pallet is 48 inches long, 40 inches wide, and 52 inches tall (including the pallet deck). Total weight including the pallet is 850 pounds.

Volume: 48 × 40 × 52 = 99,840 cubic inches. In cubic feet: 99,840 ÷ 1,728 = 57.8 ft³. Density: 850 ÷ 57.8 = 14.7 lbs/ft³. This density falls into Class 77.5 (13.5–15 lbs/ft³).

Now consider what happens if you optimize the packing to compress the height to 44 inches: Volume becomes 48 × 40 × 44 = 84,480 in³ = 48.9 ft³. Density becomes 850 ÷ 48.9 = 17.4 lbs/ft³. That moves you to Class 70 (15–22.5 lbs/ft³) — potentially saving 15–20% on your LTL rate for a single pallet, which adds up to thousands of dollars annually across regular shipments.

Worked Example: Furniture Shipment

You are shipping two identical crates of assembled office desks. Each crate is 60 × 36 × 42 inches and weighs 180 lbs. Total volume per crate: 60 × 36 × 42 = 90,720 in³ = 52.5 ft³. Two crates: 105 ft³ total. Total weight: 360 lbs. Density: 360 ÷ 105 = 3.4 lbs/ft³. That is Class 250 (3–4 lbs/ft³) — a high class driven by the bulky, lightweight nature of assembled furniture. If you could ship these desks flat-packed instead, the reduced volume could push density above 6 lbs/ft³, dropping to Class 150 and cutting your rate significantly.

Calculate Your Freight Class

Use our Freight Class Calculator below to determine your freight class instantly. Enter your shipment dimensions and weight, and it will compute density and the corresponding NMFC class. You can also search by commodity for a quick starting point.

Remember that this calculator shows density-based classification. If your commodity has a specific NMFC code with different rules, your carrier's actual classification may differ. When in doubt, provide your carrier with exact dimensions, weight, commodity description, and packaging details to get a confirmed class in writing.

Common Commodities and Their Typical Freight Classes

Knowing what class your products typically fall into helps with budgeting and carrier negotiations. For a comprehensive lookup table covering 50+ commodities, see our Freight Class Commodity Reference. Here are the major commodity groups and their usual classes.

Automotive parts generally fall between Class 60 and Class 85 depending on the specific part. Engine blocks and transmissions (heavy, compact) are typically Class 70–85. Sheet metal body panels (light, bulky) are Class 150–200. Tires fall around Class 77.5. Brake rotors and calipers, being dense metal, typically rate at Class 65–70.

Electronics span a wide range. Packed servers and networking equipment are usually Class 85–100. Consumer electronics (TVs, monitors) in retail packaging are Class 150–200. Small boxed electronics (phones, tablets in bulk) can be Class 70–85. The retail packaging on consumer electronics adds significant volume relative to weight, which is why a dense laptop ships at a higher class once boxed with styrofoam inserts.

Food and beverage products are generally favorable classes. Canned goods and bottled beverages are Class 55–70. Dry goods (rice, flour, sugar in bulk) are Class 55–65. Fresh produce varies widely based on packaging, but palletized cases of produce typically fall around Class 70–85.

Furniture tends to be higher class due to poor density. Assembled furniture is typically Class 150–250. Flat-pack (unassembled) furniture can drop to Class 100–125. Metal office furniture is around Class 175. The single best thing a furniture shipper can do to reduce class is ship disassembled wherever possible.

Building materials vary enormously. Concrete, cement, and stone are Class 50–60. Lumber is Class 65–85 depending on species and dimensions. Insulation and foam panels are Class 250–400. Steel beams and rebar ship at Class 50–55. Drywall and sheetrock are typically Class 65.

Machinery and industrial equipment generally ships at Class 70–100 when properly crated. Uncrated machinery with irregular shapes may be higher due to poor stowability. Heavy CNC machines, compressors, and generators that are crated tightly often achieve Class 65–85 thanks to high metal density.

Medical and pharmaceutical equipment covers a range. Dense lab instruments and imaging components in protective crating are Class 85–100. Bulky hospital beds and examination tables ship at Class 125–175. Temperature-sensitive pharmaceuticals may carry class penalties due to handling and liability factors.

NMFC Codes: When Commodity Rules Override Density

While density-based classification covers the majority of shipments (especially after Docket 2025-1), the NMFC system still assigns specific commodity codes to thousands of product types. These 6-digit codes (plus a 2-digit sub-code) can sometimes override pure density calculations.

The NMFC tariff book contains over 12,000 commodity listings. Each listing specifies the product, its packaging requirements, and its assigned class or class range. When a commodity has a specific NMFC code, that code takes precedence over the density-based class.

How NMFC Codes Are Structured

An NMFC code looks like this: 156800-02. The first six digits (156800) identify the commodity — in this case, plastic film. The two-digit sub-code (02) identifies the specific packaging or preparation method. Different sub-codes for the same commodity can carry different classes. For example, plastic film shipped loose on a pallet might be one sub-code at Class 150, while the same film palletized in shrink-wrapped bundles might be a different sub-code at Class 85.

When looking up NMFC codes, pay close attention to the sub-code descriptions. The commodity name alone is not enough — the packaging, preparation, and sometimes even the shipment quantity determine which sub-code applies.

When Commodity Codes Override Density

Key situations where NMFC codes override density: hazardous materials are often bumped up a class due to handling requirements; fragile goods may carry a higher classification for liability reasons; goods that cannot be stacked or require special equipment to load may be reclassified; items with high theft risk (electronics, pharmaceuticals) may carry a premium classification.

For example, a shipment of plastic film might calculate at Class 200 based on density alone, but if it meets the packaging requirements in NMFC item 156800, the code might classify it as Class 85. The packaging and handling method can matter as much as the raw density number.

This is why your carrier might quote you a different class than what a density calculator shows. Always provide your carrier with exact dimensions and weight, a description of the commodity, how it is packaged, and any handling requirements including stackability, fragility, and temperature sensitivity.

Understanding the Four Classification Factors

While density is the primary driver, the NMFC system technically evaluates four factors. Understanding all four helps you anticipate when your class might deviate from what density alone suggests.

Density is the weight-to-volume ratio measured in lbs/ft³. This is the dominant factor for the vast majority of shipments and the basis of the 18-class density scale. Higher density means lower class and lower cost. After Docket 2025-1, density alone determines classification for most standard palletized goods.

Stowability refers to how easily goods can be loaded alongside other freight. Items that cannot be stacked, cannot be loaded floor-to-ceiling, or require separation from other freight get penalized. Round items (drums, barrels) that do not stack neatly, oversized items that waste space, and goods that must ship in a specific orientation all reduce stowability. Government-regulated materials (hazmat, flammables) that cannot be loaded next to certain other goods also receive stowability penalties.

Handling considers the effort and equipment needed to move the freight. Standard palletized goods that can be moved with a forklift score well. Items requiring special handling — liftgate delivery, inside delivery, white-glove service, or protect-from-freeze — may carry a higher class. Extremely heavy single pieces (over 750 lbs), fragile items, and hazardous materials all increase handling difficulty. See our guide to accessorial charges in LTL shipping for how handling factors translate to additional fees.

Liability accounts for the risk of damage, theft, or damage to other freight. High-value goods (electronics, pharmaceuticals), perishable items, and hazardous materials all carry higher liability. Goods that could damage other freight in transit (leaking chemicals, strong odors, magnetic items) are also penalized.

For most standard palletized goods, density is the only factor that matters. The other three come into play for unusual, hazardous, or high-value shipments. If your freight is straightforward — palletized, non-hazmat, not excessively fragile — you can rely on the density-based class thresholds with confidence.

How Freight Class Affects Your LTL Costs

Freight class is the multiplier in every LTL rate calculation. Carriers set a base rate (per cwt, per shipment, or per pallet) and multiply it by the freight class factor. Here is how the math works in practice. For a broader look at all the factors that drive LTL costs, see our article on reducing LTL freight costs.

A standard LTL rate is quoted as price per hundredweight (cwt = 100 lbs) at a given freight class. If a carrier quotes you $12/cwt for Class 70, you pay $12 for every 100 lbs. A 1,200 lb shipment costs 12 × $12 = $144.

But if that same shipment classifies as Class 100 instead of Class 70, the rate might jump to $18/cwt, making the same 1,200 lb shipment cost $216 — a 50% increase for the same physical goods.

Over a year of weekly shipments, that one-class difference translates to: ($216 - $144) × 52 weeks = $3,744 in extra freight costs. For companies shipping multiple pallets daily, the annual impact of freight class optimization can easily reach $50,000 or more. This is why freight class optimization is one of the most impactful cost-saving activities in any shipping operation.

The Class 100 Threshold Effect

Many carriers and 3PLs use Class 100 as an internal benchmark. Below Class 100, rate increases per class step are relatively modest (roughly 5–10% per step). Above Class 100, the increases steepen — jumping from Class 100 to Class 125 can add 20–25% to your rate, and from Class 125 to Class 150 another 15–20%. If your shipments are on the border of Class 100, investing in packaging optimization to stay below that line can yield outsized savings.

Minimum Charges and Deficit Weight

Most LTL carriers impose minimum charges per shipment, typically equivalent to 500 lbs at the quoted class. If your actual shipment weighs less than 500 lbs, you pay the minimum anyway. This is another reason to consolidate lighter shipments: two 300 lb shipments each incurring the 500 lb minimum cost more than one 600 lb shipment. If you are deciding between LTL and other modes, see our comparison of LTL vs. FTL shipping for breakeven guidance.

Some carriers also apply "deficit weight" pricing on high-class freight, where they charge you as if the shipment weighed more than it does because the low density means the shipment consumes disproportionate trailer space. Understanding how your carrier handles deficit weight is crucial for shipments above Class 150.

Tips to Reduce Your Freight Class and Save Money

Lowering your freight class is one of the highest-ROI activities in shipping operations. Here are proven strategies used by warehouse operators and logistics managers.

Reduce excess packaging. Every inch of air in your packaging reduces density. Switch from standard boxes to right-sized cartons. Use vacuum-sealing for compressible goods. Replace foam peanuts with form-fit inserts that hold products snugly without adding volume. Collapsible containers are ideal for return shipments.

Optimize pallet configuration. Stack boxes to maximize height without exceeding weight limits or creating instability. Column stacking (boxes directly on top of each other) uses space better than brick stacking for most products. Aim for a pallet height of 48–52 inches — tall enough to maximize density, short enough to remain stable and stackable by the carrier.

Shrink-wrap pallets properly. A tightly wrapped pallet is measured as a single handling unit with dimensions to the outer edge of the wrap. Loose, unwrapped pallets may be measured piece by piece, increasing apparent volume and raising your class. Shrink-wrap also demonstrates stowability to carriers and reduces the chance of product shifting in transit.

Consolidate shipments. Instead of shipping multiple small, low-density pallets on different days, combine them into fewer, denser shipments. Two half-pallets at Class 125 might consolidate into one full pallet at Class 85. The savings on class and per-shipment minimum charges can be substantial. Our fuel surcharge calculator can help you model the true cost of consolidation vs. separate shipments.

Use the right crating. Custom crating that matches your product's dimensions uses less space than generic boxes. For irregularly shaped items, building a wooden crate to a tight specification can reduce cubic footage by 20–30%, potentially dropping you one or two classes. The cost of custom crating is almost always recouped within a few shipments through class savings.

Disassemble when possible. Assembled furniture, equipment, and fixtures are the worst offenders for low density. Shipping flat-packed or knocked-down can cut volume by 40–60%. If your product allows disassembly, the density improvement can drop you three or four classes — from Class 250 to Class 100, for example.

Negotiate a FAK agreement. Many carriers will reclassify your freight under a FAK (Freight All Kinds) agreement where all your shipments are rated at a single negotiated class regardless of contents. FAK agreements are common for shippers moving 5+ pallets per week with consistent product types. They simplify billing and often result in a lower average class than individual classification. Your 3PL or broker can help negotiate these.

Request a carrier audit. Some carriers and 3PLs will audit your classification for free. They will review your actual commodity, packaging, and shipping patterns and recommend the most accurate (and sometimes most favorable) classification. This is especially valuable if you have been using the same class for years without re-evaluating.

Docket 2025-1: What Changed in July 2025

NMFTA Docket 2025-1, effective July 1, 2025, was the most significant update to the freight classification system in years. The key change was adding Classes 50 and 55 to the density-based classification scale, completing the full 18-class density table. For the full breakdown of every change, commodity impact, and BOL update requirements, see our detailed article on NMFC 2025 Docket Changes.

Before Docket 2025-1, Classes 50 and 55 were only assigned by specific commodity codes — you could not get a density-based Class 50 or 55 classification. After the docket, any commodity with a density of 35+ lbs/ft³ qualifies for Class 55 and 50+ lbs/ft³ qualifies for Class 50, regardless of what it is.

This was a meaningful cost reduction for shippers of very dense goods like metals, stone, concrete, and bulk chemicals. If you ship products with densities above 35 lbs/ft³, you should verify your carrier is applying the post-Docket-2025-1 class thresholds. Some older TMS (Transportation Management System) platforms and carrier rate engines were slow to update, so check that your rates reflect the current 18-class scale.

The docket also reclassified several specific commodity groups, moving them from fixed commodity-based classes to density-based classes. This affected hundreds of NMFC items, particularly in industrial chemicals, building materials, and food-grade products. Shippers in these categories should review their current NMFC codes against the updated tariff.

Freight Class Disputes and Reclassification

Carrier inspections are common, and reclassification is one of the most frequent sources of unexpected charges in LTL shipping. We have a dedicated guide on how to avoid LTL reclassification fees, but here are the essentials.

Carriers have the right to inspect any shipment and reclassify it based on actual weight and dimensions. If their inspection reveals a higher class than what you declared, they will apply the higher rate and bill you the difference — plus sometimes a $30–$75 inspection fee per shipment.

How to Prevent Reclassification

To avoid reclassification surprises: always declare accurate weights and dimensions (measure, do not estimate); round up, not down, on both weight and dimensions; include pallet weight and dimensions in your calculation; photograph your shipments before they leave your dock; keep BOL (Bill of Lading) information consistent with actual freight.

Invest in a floor scale and a tape measure at your dock. The $500–$1,000 investment in a certified floor scale pays for itself within weeks if you ship regularly. Many reclassifications happen because shippers guess at weights rather than measuring.

How to Dispute a Reclassification

If you receive a reclassification charge that you believe is inaccurate, you can dispute it. Request the carrier's inspection photos and measurements. Compare against your own records — this is where your pre-shipment photographs become valuable. If there is a legitimate discrepancy, file a formal dispute with the carrier referencing the specific NMFC item number and your density calculation with supporting documentation.

Most carriers have a formal dispute process with a 30–60 day window for filing. Success rates on well-documented disputes are high, particularly when you can show that the carrier's measurements were taken incorrectly (for example, measuring a compressed pallet after transit rather than its actual shipped dimensions).

Freight Class and Your Bill of Lading

The Bill of Lading (BOL) is where freight class becomes official. The class you declare on the BOL is what the carrier uses to calculate your initial rate. Getting the BOL right prevents disputes, speeds up terminal processing, and protects you legally.

Every BOL should include: the NMFC item number if applicable, the freight class, accurate piece count, accurate weight (including pallets and packaging), accurate dimensions (length × width × height per handling unit), a commodity description that matches the NMFC item description, and any special handling notations (hazmat, fragile, protect from freeze).

A common mistake is using vague commodity descriptions like "general merchandise" or "FAK." While FAK agreements exist, the BOL description should still be specific enough for a dock worker to identify the freight. Vague descriptions invite inspection and reclassification.

The Bottom Line

Freight class is the bridge between LTL carriers' pricing models and your shipping costs. It is not arbitrary — it is based on physics and the efficient use of truck capacity. Understanding your freight class, calculating density correctly, and verifying NMFC codes can save you thousands annually and help you negotiate better rates with 3PLs and carriers.

Always verify your freight class with your carrier before committing to high-volume shipments, and use our freight class calculator to get a quick baseline. For a deeper dive on shipping costs, check out our LTL rate estimator and our guide to reducing LTL freight costs. If you are evaluating whether your volumes justify switching from LTL to full truckload, see our LTL vs. FTL comparison.

For commodity-specific class lookups, our Freight Class Commodity Reference covers 50+ products. And if you have been hit with unexpected reclass charges, our guide on avoiding LTL reclassification fees walks you through the prevention and dispute process step by step.

Remember: the calculator and density tables show density-based classification, not NMFC-specific codes. When in doubt, ask your carrier to confirm your class in writing before shipping.

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