Short answer
LTL (less-than-truckload) moves smaller shipments on shared trailers through a carrier’s terminal network, priced mainly by freight class, weight and lane. FTL (full truckload) books a whole trailer for one shipper, priced by the lane. Partial truckload sits between them: a larger shipment sharing a trailer, usually with fewer handoffs than LTL.
LTL vs partial truckload vs FTL at a glance
| LTL | Partial truckload | FTL | |
|---|---|---|---|
| Typical shipment | A few pallets or pieces | Too big for LTL to price well, too small for a full trailer | A full trailer, or freight that needs one |
| Trailer | Shared with many shippers | Shared with one or a few other shipments | Dedicated to one shipment |
| Handling | Picked up, cross-docked at terminals, reloaded, delivered | Usually stays on one trailer from pickup to delivery | Loaded once, unloaded once |
| Pricing basis | Freight class, weight, lane, minimums, carrier tariff and discounts | Space or pallet count, weight and lane, quoted per shipment | Lane rate, equipment, market conditions |
| Freight class needed | Yes | Usually not | No |
| Transit time | Longer and less exact, built around terminal schedules | Often between LTL and FTL | Fastest, runs direct |
| Damage exposure | Higher, more touches | Lower than LTL | Lowest |
| Common add-on charges | Liftgate, residential, inside delivery, reweigh and reclass | Stop-offs, detention | Detention, layover, TONU, lumper |
| Tracking reference | Carrier’s PRO number | Load number or carrier reference | Load number, driver tracking |
| How brokers usually book it | Rate and dispatch with LTL carriers through contracts, portals or APIs | Truckload carriers or LTL carriers’ volume quotes | Carrier sales, load boards, rate confirmation per load |
General comparison. Carrier rules and tariffs vary.
How LTL works
An LTL carrier picks up shipments from many shippers in a city, brings them to a local terminal, and loads them onto linehaul trailers to other terminals. At destination the freight is broken down again and put on delivery trucks. Each shipment gets a PRO number that follows it through the network.
That network is why LTL is cheap for small shipments and why it’s slower and less predictable than truckload. Every transfer is another chance for delay or damage. It’s also why LTL has its own list of charges. A delivery that needs a liftgate, goes to a residence or has to go inside the building costs the carrier extra time, and the tariff says what that time costs.
Freight class and the July 2025 NMFC density change
LTL pricing depends on freight class, set by the National Motor Freight Classification (NMFC), which is published by the National Motor Freight Traffic Association (NMFTA). According to NMFTA, classes are based on density, handling, stowability and liability, with 18 classes running from 50 to 500. Lower classes are easier to ship and cost less.
On July 19, 2025, the changes in NMFC Docket 2025-1 took effect. NMFTA called it one of the most significant updates to the NMFC in its nearly 90-year history. Density became the primary factor for classifying many items, using a standardized density scale with 13 subs. NMFTA’s FAQ gives the heaviest tiers: 30 to less than 35 pounds per cubic foot is class 60, 35 to less than 50 is class 55, and 50 or more is class 50. Items with handling, stowability or liability concerns aren’t fully density-based, so the correct NMFC item number still matters.
Classification keeps changing. NMFTA opened comment on Docket 2026-2 in August 2026, with feedback due September 23, 2026. Check the current classification before quoting a commodity you haven’t shipped in a while.
Example density calculation
Example: one pallet measures 48 by 40 by 50 inches and weighs 600 pounds. 48 x 40 x 50 = 96,000 cubic inches. Divided by 1,728, that’s 55.6 cubic feet. 600 pounds divided by 55.6 cubic feet is about 10.8 pounds per cubic foot. Look up the item and its density sub in NMFTA’s ClassIT+ tool or your carrier’s rules before assigning a class.
The practical change for brokers is data. NMFTA tells shippers to capture handling unit dimensions and weight as tendered. If your customer’s BOL has weight but no dimensions, expect more reclass bills.
What drives LTL pricing
- Class and weight. Rates are set per hundredweight by class, with lower rates at higher weight breaks.
- Lane. Origin and destination zip codes, and whether both are in the carrier’s direct service area or need a partner.
- Minimum charge. Very small shipments pay a floor, whatever the math says.
- Discounts and tariffs. Most LTL pricing is a discount off a carrier or base tariff, plus a fuel surcharge.
- Accessorials. Liftgate, residential, limited access, inside delivery, appointment and notification fees.
- Corrections. If inspection finds a different weight or class, the shipment is rerated after the fact.
What drives FTL pricing
Full truckload is priced by the lane, not the commodity. The rate reflects miles, equipment such as dry van, reefer or flatbed, fuel, how easy it is to find a truck on that lane, and whether the carrier can reload near delivery or has to drive empty. Brokers price either off contract rates or the spot market.
Weight matters in a different way. Federal rules at 23 CFR 658.17 set a maximum gross vehicle weight of 80,000 pounds on the Interstate System, unless the bridge formula sets a lower limit. Truck and trailer weight come out of that, so how much freight fits depends on the equipment. Space is the other limit: a 53-foot dry van holds about 26 standard 48 by 40 inch pallets on the floor, two across.
Partial truckload: the middle option
Partial truckload covers shipments that are awkward for both modes. Think large but light freight that would land in a high LTL class, fragile freight that shouldn’t be cross-docked, or several pallets that don’t justify a whole trailer. The shipment shares a truck with other freight but usually rides from pickup to delivery without terminal transfers.
There are two main ways to buy it. Truckload carriers and brokers combine partials onto one trailer and price by space, pallets and weight. LTL carriers also offer volume quotes for larger shipments, which may still move through their network. Ask which one you’re getting, because handling and transit differ.
Partials trade some predictability for price. Pickup and delivery windows can be wider, since the truck is serving more than one customer. For fragile or high-value freight, fewer touches is often worth that tradeoff.
Which mode fits the shipment
Starting points to test against real quotes, not fixed rules.
| Situation | Usually start with | Why |
|---|---|---|
| A pallet or two of dense, sturdy freight | LTL | Class stays low and the network price wins |
| Several pallets of light, bulky freight | Partial truckload, compare with LTL | A high class can make LTL cost more than the space |
| Fragile or high-value freight below a full load | Partial truckload | Fewer handoffs, less damage exposure |
| A hard delivery appointment | FTL | Direct transit, one driver, one ETA |
| Residential or no-dock delivery of a few pieces | LTL | Liftgate and residential service are part of the carrier’s network |
| Close to a full trailer by space or weight | FTL | You’re paying for most of the trailer anyway |
When brokers use each
Truckload brokerage runs on carrier relationships: find a truck, agree on a rate, send a rate confirmation, track the load, collect the POD, bill. The work is per load, and margin depends on buying the truck well.
LTL brokerage runs on pricing and data. Brokers rate shipments against carrier contracts, book through carrier portals or APIs, track by PRO number, and spend a lot of billing time reconciling reweigh and reclass corrections against what the customer was quoted. Margin depends on your carrier discounts and on catching corrections before you invoice.
Many brokerages do both, and partials are often where they meet. A truckload team that can spot a partial saves a customer money on freight that doesn’t fit LTL well.
TMS support for LTL and truckload
If LTL is a big part of your book, check how a TMS handles rating and dispatch before you buy. Several broker TMS vendors publish LTL capabilities. Tai TMS offers direct LTL carrier rating and dispatch, and a Capterra reviewer wrote (as of September 10, 2026) that “The LTL functionality is fantastic.” AscendTMS lists an AscendLTL module. EZ TMS offers an LTL portal with direct tariffs as an add-on with monthly fees. Port TMS quotes truckload, partial, LTL and intermodal in one system.
The FreightVero broker TMS is built around truckload-style loads: multi-stop loads with appointments, carrier booking, versioned rate cons and live tracking (all live). It doesn’t include LTL rating today. If you need that now, the vendors above are worth a look.
Reclass bills arrive after you've invoiced
When an LTL carrier inspects a shipment and finds a different weight or class, the correction shows up on the carrier bill, often after you’ve billed your customer. Get dimensions and the NMFC item on the BOL before pickup, and put reweigh and reclass pass-through terms in your shipper agreement.
Related terms and guides
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