If you ship LTL freight, freight class is the single most important number on your bill of lading. It determines your base rate, influences accessorial exposure, and is the most common source of billing adjustments when it is wrong. Yet freight class is also one of the most misunderstood concepts in the industry. Many shippers treat it as a fixed attribute of their product, when in reality it is a classification driven by four measurable factors that can change with packaging, palletization, and even how a shipment is described on the BOL.
This guide explains how the freight class system works from the ground up. We cover the National Motor Freight Classification (NMFC) system, the four factors that determine class, all 18 classes from 50 through 500 with commodity examples, how NMFC codes map to classes, how class affects your LTL rate, and the most common classification mistakes that lead to reclassification charges. Whether you are shipping your first pallet or auditing freight spend across hundreds of monthly shipments, this is the reference for getting classification right.
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Freight class is a standardized classification system used across North America to categorize LTL freight for pricing purposes. Managed by the National Motor Freight Traffic Association (NMFTA), the system assigns commodities a class number between 50 and 500 based on a combination of four factors: density, stowability, handling difficulty, and liability. The system is codified in the National Motor Freight Classification (NMFC) - a reference document that LTL carriers use to determine the rate for any given shipment.
Lower freight classes (50–70) typically apply to freight that is dense, compact, easy to handle, and unlikely to cause damage or be damaged. These classes receive the lowest rates per hundredweight. Higher freight classes (175–500) apply to freight that is light, bulky, difficult to handle, or high-liability - and these classes carry progressively higher rates. The difference between a Class 70 shipment and a Class 125 shipment on the same lane can be 30–50% in total cost. That is why classification accuracy is not a technicality - it is a direct cost lever.
When your shipment’s freight class is wrong on the bill of lading, the carrier has the right to inspect, reweigh, and reclassify the shipment at the correct class. The difference between the original rate and the corrected rate is billed back to the shipper as a reclassification charge. These charges are among the most common and most expensive billing adjustments in LTL shipping, and they are almost always preventable.
For the complete LTL shipping overview, see our Ultimate LTL Freight Guide.
The NMFC system uses four factors to classify freight. Most shippers focus only on density, but carriers can and do apply the other three factors when the commodity warrants it. Understanding all four is the key to accurate classification.
Density is the primary classification factor for the majority of commodities. It is calculated by dividing total shipment weight (in pounds) by total volume (in cubic feet). The formula is straightforward: measure length × width × height of the freight including pallet and packaging, convert cubic inches to cubic feet by dividing by 1,728, then divide weight by cubic feet to get pounds per cubic foot (PCF). Higher density generally means a lower class and a lower rate. A pallet of steel bolts at 45 PCF classifies differently from a pallet of foam packaging at 2 PCF, even if they weigh the same - because the foam takes dramatically more trailer space for the same revenue.
Calculate your freight density.
Stowability refers to how easily a commodity can be loaded alongside other freight on an LTL trailer. Most standard palletized goods have good stowability - they stack neatly, fit standard pallet footprints, and do not interfere with adjacent freight. Commodities with poor stowability include irregularly shaped items that waste trailer space, goods that cannot be loaded next to certain other products (chemicals alongside food, for example), and oversized or non-palletized freight that limits where and how the carrier can place other shipments in the trailer. Poor stowability can push a commodity into a higher class than density alone would suggest.
Handling difficulty accounts for how much additional care, equipment, or labor a commodity requires during loading, transfer, and delivery. Standard palletized freight handled by forklift is the baseline. Commodities that require special equipment (cranes, clamps, bars), that are fragile and need manual handling, that are hazardous and require compliance handling, or that have unusual shape or weight distribution that makes them difficult to position safely all receive higher handling-difficulty assessments. A pallet of glass panels and a pallet of automotive brake rotors may have similar density, but the glass classifies higher because the handling requirement is more demanding.
Liability captures the risk of theft, damage, spoilage, or harm that a commodity presents during transit. High-value electronics, perishable foods, hazardous materials, and delicate instruments carry higher liability assessments than durable bulk goods. If a commodity is unusually prone to freight claims - either because it is valuable, fragile, perishable, or dangerous - that elevated risk is factored into the class. Liability is the least visible of the four factors, but it explains why some commodities classify higher than their density, stowability, and handling profile would predict.
|
Freight Class |
Approx. Density Range |
Typical Commodity Examples |
Relative Cost / Shipping Notes |
|
Class 50 |
Greater than 50 PCF |
Dense metal parts, steel bolts, bricks, cement, tile, sand, gravel |
Cheapest LTL class. Dense freight generates high revenue per trailer space occupied. |
|
Class 55 |
35–50 PCF |
Hardwood flooring, heavy paper rolls, dense boxed hardware, brick-equivalent goods |
Very low-cost freight class for compact, dense shipments. |
|
Class 60 |
30–35 PCF |
Car accessories, canned goods, boxed hardware, heavy packaged consumer goods |
Low-cost LTL class for dense, easy-to-stack freight. |
|
Class 65 |
22.5–30 PCF |
Books, bottled beverages, heavier packaged food, hand tools, car parts |
Relatively economical freight class. |
|
Class 70 |
15–22.5 PCF |
Engines, denser machinery parts, compact furniture components, food equipment |
One of the most common LTL classes for mid-weight freight. |
|
Class 77.5 |
13.5–15 PCF |
Tires, bathroom fixtures, denser consumer goods, some appliance components |
Mid-range class with moderate cost per hundredweight. |
|
Class 85 |
12–13.5 PCF |
Doors, automotive transmissions, appliance components, crated machinery parts |
Common for heavier retail, automotive, and industrial freight. |
|
Class 92.5 |
10.5–12 PCF |
Computers, refrigerators, heavier electronics, boxed major appliances |
Sits just below the standard Class 100 midpoint. |
|
Class 100 |
9–10.5 PCF |
Wine cases, vacuums, boxed retail goods, small furniture pieces |
Psychological midpoint of the class system. Many standard retail and consumer goods fall here. |
|
Class 110 |
8–9 PCF |
Cabinets, framed items, lighter equipment, some packaged furniture |
Moderately expensive compared with denser freight classes. |
|
Class 125 |
7–8 PCF |
Small household appliances, vending machines, exhibit materials, assembled display fixtures |
Cubic capacity rules begin to apply on many carriers. If a shipment exceeds 750 cubic feet at this density, surcharges may apply. |
|
Class 150 |
6–7 PCF |
Assembled furniture, workstations, some machinery, crated instruments |
Higher-cost freight class for larger, lower-density shipments. |
|
Class 175 |
5–6 PCF |
Clothing on pallets, stuffed furniture, lightweight assembled cabinets |
Light relative to size and increasingly expensive. Compare volume LTL or partial truckload with standard LTL. |
|
Class 200 |
4–5 PCF |
Tables, televisions, packaged mattresses, electronics in retail packaging |
Cost per hundredweight is roughly double Class 100 on the same lane. |
|
Class 250 |
3–4 PCF |
Unassembled furniture, bulky packaged consumer goods, large retail display structures |
High-cost class for bulky freight with low trailer density. |
|
Class 300 |
2–3 PCF |
Chairs, lighter display products, mounted signs, foam products |
Very high cost per pound. |
|
Class 400 |
1–2 PCF |
Lightweight bulky items, empty large containers, some packaging materials |
Among the most expensive LTL classes due to poor weight-to-space efficiency. |
|
Class 500 |
Less than 1 PCF |
Bags of feathers, inflated products, expanded polystyrene in large volumes, extremely light high-cube freight |
Most expensive LTL class. Often triggers cubic capacity or linear foot surcharges. |
NMFC codes are commodity-specific identifiers assigned by the NMFTA that map individual products to a freight class. While freight class is the pricing category (Class 50 through 500), the NMFC code is the lookup key that tells you which class a specific commodity belongs to. Think of NMFC codes as the “index” and freight class as the “shelf” - the code tells you where to look, and the class tells you what you will pay.
Each NMFC code is a six-digit number (sometimes with a sub-code suffix) that describes a specific product category. For example, NMFC 116030 covers certain machines, systems, and devices. NMFC 73260 covers foodstuffs. Within a single NMFC code, there may be multiple sub-codes that assign different classes based on density, packaging, or form. A commodity might be Class 70 when shipped in a crate and Class 100 when shipped loose on a pallet - same product, different class, because the packaging changes the density and handling profile.
Finding your NMFC code typically involves checking the NMFTA’s official ClassIT database (subscription-based), consulting your freight broker, or referencing previous BOLs for the same commodity. If you are unsure of your NMFC code, Freightzy’s team can look it up - contact us with a commodity description and we will provide the correct NMFC number and class.
Estimate your class by density using our Freight Class Calculator.
LTL carriers price shipments using a rate per hundredweight (CWT) that varies by freight class, origin–destination lane, and shipment weight. The relationship between class and cost is direct: higher class = higher rate per CWT. On a typical LTL lane, moving from Class 70 to Class 100 can increase the rate by 25–40%. Moving from Class 100 to Class 150 can add another 30–50%. At the extremes, Class 400 or 500 freight can cost three to five times what Class 70 freight pays on the same route.
This is why even small measurement errors matter. If your pallet is 2 inches taller than declared, the density drops, the class potentially increases, and the carrier has grounds to reclassify and rebill the shipment. The difference between a Class 85 and a Class 100 shipment might seem minor on paper, but on a 10,000-pound shipment it can mean hundreds of dollars in additional freight cost.
Freight class also interacts with volume discounts and contract pricing. Shippers who negotiate carrier contracts typically lock in discounts that are percentage-off the published tariff rate for each class. That means the class level still determines the starting point - a 70% discount off Class 125 is still more expensive than a 70% discount off Class 70.
Getting the class right is the foundation that every other rate optimization builds on.
Learn how LTL rates are calculated.
When class-based pricing stops making sense, volume LTL bypasses it.
Freight class errors are the leading cause of LTL billing adjustments. Here are the five most common mistakes and how to prevent them:
1. Guessing class instead of measuring: Many shippers assign freight class from memory or previous shipments without verifying dimensions and weight for the current shipment. If product packaging has changed, pallet configuration has shifted, or the order mix is different, the density and therefore the class may have changed. Measure every shipment, especially if the commodity or packaging has been updated since the last time you shipped it.
2. Not including the pallet in dimensions: Freight class density is calculated based on the total volume of the shipping unit, including the pallet. A 48” × 40” × 48” product on a 6” pallet is actually 54” tall for classification purposes. Omitting the pallet height understates volume, overstates density, and produces a lower class than the shipment actually qualifies for. The carrier will catch this at inspection.
3. Using the wrong NMFC sub-code: Many NMFC codes have sub-codes that assign different classes based on packaging or density thresholds. Using the wrong sub-code - typically one that results in a lower class - triggers reclassification during carrier audit. Verify the specific sub-code for your commodity’s packaging configuration, not just the parent NMFC number.
4. Not accounting for packaging changes: A product that shipped at Class 85 in a corrugated master carton may ship at Class 100 or higher when palletized loosely with stretch wrap. The packaging changes the density, stowability, and sometimes handling profile. Any change to how the product is prepared for shipment can change the class.
5. Ignoring commodity-specific rules that override density: Some NMFC codes assign a fixed class regardless of density based on the commodity’s handling or liability profile. Hazardous materials, certain electronics, and high-value products may be classed above where their density alone would place them. Density is the starting point, but it is not always the final answer.
Check your cubic capacity before booking.
Learn how Freightzy generates accurate BOLs with the correct class.
Freight class applies to refrigerated LTL shipments the same way it applies to dry freight. The NMFC classification system does not change based on the trailer type. A pallet of frozen food shipping on a reefer trailer is still classified by its density, stowability, handling, and liability - the same four factors that apply on a dry trailer. What changes is the rate: reefer LTL rates include a temperature-control premium on top of the base class rate, which means misclassification on a reefer shipment is even more expensive than on dry because the percentage uplift compounds.
For cross-border Canada–U.S. shipments, the NMFC framework applies across North America, and the same class chart is used whether the freight originates in Ontario, crosses at Laredo, or delivers in California. Canadian shippers working in metric should convert dimensions and weight to inches and pounds for density calculation, or use Freightzy’s calculator which handles the conversion. Misclassification on cross-border freight creates both a rating problem (reclassification charges) and a documentation problem (customs declarations reference the BOL commodity details, and inconsistencies can trigger inspection).
Learn about Freightzy’s reefer LTL services.
Read our guides to shipping freight to Canada and LTL freight shipping in Canada.
Use these tools and guides alongside this freight class reference:
Freight Class Calculator - Enter dimensions and weight to get an estimated freight class instantly.
Cubic Capacity Calculator - Check whether your shipment triggers the 750 cubic feet rule.
Auto Linear Feet Calculator - Calculate trailer floor space and check linear foot rule risk.
Shipping Quote Calculator - Get instant LTL, FTL, reefer, and trade show freight quotes.
Ultimate LTL Freight Guide - The comprehensive reference for everything LTL.
How Are LTL Shipping Rates Calculated? - Deep dive on LTL pricing mechanics.
Now that you understand how freight class works, the fastest next step is to check yours. Enter your shipment dimensions and weight into Freightzy’s freight class calculator to see your estimated class and density instantly. Then get a freight quote with rates that reflect the correct classification - because the right class is the foundation of every accurate LTL quote.
Check Your Freight Class | Get a Freight Quote
Freight class is a standardized classification system used in LTL shipping to categorize commodities for pricing. Managed by the National Motor Freight Traffic Association (NMFTA), the system assigns a class number between 50 and 500 based on four factors: density, stowability, handling difficulty, and liability. Lower classes (50–70) apply to dense, easy-to-handle freight and receive lower rates. Higher classes (175–500) apply to light, bulky, or high-liability freight and receive progressively higher rates. Your freight class directly determines your base LTL rate per hundredweight.
There are 18 freight classes in the NMFC system: 50, 55, 60, 65, 70, 77.5, 85, 92.5, 100, 110, 125, 150, 175, 200, 250, 300, 400, and 500. Class 50 is the densest and cheapest to ship. Class 500 is the lightest and most expensive. Most common LTL freight falls between Class 65 and Class 150. Freight above Class 200 is relatively uncommon and usually involves extremely light, bulky, or specialized commodities.
You can find your NMFC code by checking the NMFTA’s official ClassIT database (subscription-based), reviewing previous bills of lading for the same commodity, consulting your freight broker, or searching by commodity description in carrier rate tools. Freightzy can look up your NMFC code - contact us with a description of the product and packaging, and we will provide the correct NMFC number and freight class. If you know your commodity but not the NMFC code, our freight class calculator can estimate class based on density as a starting point.
If the freight class on your bill of lading does not match the actual commodity, the carrier can inspect the shipment, reclassify it to the correct class, and rebill the difference. This is called a reclassification charge or reclass, and it is one of the most common and most expensive billing adjustments in LTL shipping. In addition to the higher rate for the correct class, some carriers add an inspection fee. The best way to prevent reclassification is to measure accurately, use the correct NMFC code with the right sub-code, and verify class before booking. Freightzy’s platform applies the correct NMFC code to your BOL automatically when the commodity information is provided.
Learn how Freightzy generates BOLs.
Yes. The NMFC freight classification system is used across North America, including Canada, the United States, and Mexico. The same 18 classes, the same density ranges, and the same NMFC codes apply regardless of where the freight originates or delivers. Canadian shippers may need to convert metric measurements (centimeters and kilograms) to inches and pounds for density calculation, since the NMFC system uses imperial units. Freightzy’s freight class calculator accepts standard measurements and handles the math for both Canadian and U.S. users.
Furniture freight class varies significantly by type, construction, and packaging. As a rough guide: solid wood furniture and dense assembled pieces may fall in the Class 100–125 range. Unassembled or flat-packed furniture (think Ikea-style) with good density might reach Class 85–100. Lightweight assembled furniture, stuffed pieces, and upholstered goods are typically Class 150–200. Very bulky or oddly shaped items (large chairs, mounted displays) can reach Class 250–300. Furniture is one of the most commonly misclassified commodity categories because the form factor varies so widely. Always measure and calculate density rather than guessing based on the product name.
Yes, and this is one of the most practical reasons to work with a freight broker for LTL shipments. A knowledgeable broker like Freightzy can look up your NMFC code, verify the correct sub-code for your specific packaging, calculate density to confirm the class, flag potential reclassification risks before booking, and generate a BOL with the correct class pre-populated so the carrier has no basis for reclassification. The time it takes to verify class before shipping is always less than the cost of a reclass charge after delivery.
Get a freight quote with the correct class.