FTL (Full Truck Load) means shipping a full truck: you book the vehicle entirely for your cargo. On paper it’s simple: there’s a route, a rate, a truck. In real life, the “trip cost” is made up of a set of factors—some of them stay hidden until the very end… right up to the moment you get an extra invoice for detention, a paid entry pass, waiting at the dock, the wrong truck body type, or an “axle overload.”
A typical mistake is calculating FTL as “price per kilometers.” In practice, kilometers are only the base. The real cost depends on time, risks, conditions at loading/unloading points, seasonality, and how well you prepared the data. Let’s break down how to calculate the cost of a full truck honestly, what pricing models exist, and how to make sure the quote in the request and the final invoice don’t live parallel lives.
What it is: a dedicated vehicle for a single shipper/consignee (or one route/chain), without consolidation with other shippers’ freight.
How it’s measured: utilization by volume (m³), by weight (t), by pallet spaces, sometimes by “loading meters.”
Why it matters: FTL is more advantageous when you’re close to full utilization or when the cost of risks/extra handling in LTL is higher than the savings.
What it is: the trip rate can be fixed (“per run/round trip”) or combined (dispatch fee + per km + extra services).
How it’s measured: RUB/trip, RUB/km, RUB/hour of detention, RUB per extra stop.
Why it matters: you must understand what exactly is included in the base rate; otherwise comparing offers turns into comparing apples with… furniture.
What it is: the carrier considers not only your route, but also how the truck gets to the loading point and what happens after unloading (will they find a return load or drive empty).
How it’s measured: kilometers to pickup (deadhead), probability of a backhaul, supply/demand balance by lane.
Why it matters: two routes with the same “customer distance” can cost very differently because of lane imbalance.
What it is: waiting time at loading/unloading beyond the free allowance.
How it’s measured: “free hours” + a rate per hour/shift of detention.
Why it matters: detention is the #1 budget killer in FTL. And yes—people rarely plan for it. Then they’re surprised when it happens.
What it is: you can be within the total gross weight and still overload an axle because of poor cargo distribution.
How it’s measured: total weight, loading pattern, axle distribution, trailer type.
Why it matters: overload means risk of fines, delays, and “re-stacking in the field,” which sounds adventurous, but usually isn’t fun.
What it is: curtain-sider / reefer / insulated / container chassis / flatbed; need for a tail lift, straps, corner protectors, temperature control.
How it’s measured: vehicle specs and a checklist of requirements.
Why it matters: the wrong body type leads to either refusal to load, cargo damage, or a surcharge for an “urgent replacement.”
| Factor | How it affects the price | What to verify in advance |
|---|---|---|
| Distance and time | The base of the tariff, but not the whole cost | Route, restrictions, seasonality |
| Deadhead mileage | Can significantly raise the rate | Where the truck is dispatched from and where it goes next |
| Detention | Often the main source of surcharges | Time windows, cargo readiness, operation speed |
| Body type | Reefer/special equipment costs more | Cargo requirements and vehicle availability |
| Extra stops and conditions | More expensive for every added complexity | Paid access, permits, night work |
When it fits: stable lane, predictable loading/unloading conditions, regular shipments, minimal extra stops.
Pros: easier budgeting; fewer disputes; convenient for lane-to-lane comparison.
Limitations: if conditions change (time windows, extra stops, seasonality), the rate may become unrealistic.
Risks: “fixed” often fixes only the base. If detention and extras aren’t written down, the extra invoice will still arrive.
When it fits: routes vary, points have different conditions, multiple drops happen, different body types are needed.
Pros: clearer structure; easier to explain pricing; easier to manage surcharges.
Limitations: requires disciplined tracking; more parameters to agree.
Risks: if time and point conditions are “approximate,” the final cost drifts.
Scenario 1: baseline—manufacturer ships 20 pallets once a week to one distribution center. Actions—switched to a fixed “per trip” rate with written detention rules and time windows, introduced photo proof of loading. Result—budget became more predictable; waiting surcharges dropped because discipline at the points improved.
Scenario 2: baseline—trading company delivers to 3–4 drop points across the city; time at each point varies. Actions—chose a combined model: base route rate + transparent surcharges for extra stops and detention, introduced time tracking for operations. Result—stopped arguing “why is it so expensive,” because it became obvious how much time actually costs. We’ve worked in this field for over 13 years, and the most common conclusion is: in FTL you don’t pay for kilometers—you pay for a truck’s day.
1) Why do two shipments with the same kilometers cost differently?
Because the price depends on lane supply/demand balance, deadhead mileage, seasonality, equipment availability, and conditions at the points. Kilometers are only the base.
2) What affects surcharges the most?
Detention at loading/unloading, extra stops, last-minute changes of time/address, paid access fees, and special equipment requirements. All of this should be fixed upfront.
3) How can you do a quick “back-of-the-napkin” FTL estimate without lying to yourself?
Take the base per-trip rate and add an estimate of time at points (detention risk), equipment requirements (reefer/special), and possible extras (extra stops, permits). It’s better to include a small buffer than to later explain to accounting why the invoice suddenly grew.