Freight class and NMFC explained for Canadian LTL shippers
Freight class decides what your less-than-truckload shipment costs before any discount is applied. Here is how the NMFC sets it, how to calculate the density behind it, and how it works on cross-border moves.
Freight class in one line
Freight class is a standard code from 50 to 500 that LTL carriers use to price your shipment. Lower classes cost less to move. Our dim-weight and density tool helps you estimate the density that drives most of that number.
The NMFC is the rulebook behind every LTL class
The National Motor Freight Classification, or NMFC, is published by the National Motor Freight Traffic Association (NMFTA). It sorts almost every commodity that moves by less-than-truckload freight into one of 18 classes, numbered from 50 to 500. Class 50 is the cheapest to move and class 500 is the most expensive.
Carriers use the class to build a base rate before discounts, fuel, and accessorial charges. Two shipments that weigh the same can price very differently if they carry different classes. Getting the class right is the first step in a fair LTL quote, and it is the number most shippers get wrong.
Density, stowability, handling, and liability set the class
The NMFC weighs four factors when it assigns a class.
- Density Weight relative to the space a shipment takes up. This is the single biggest driver, and the 2025 restructure leaned even harder on it.
- Stowability How easily the freight loads alongside other goods. Odd shapes, hazmat, or items that cannot be stacked are harder to stow.
- Handling The care and effort loading and unloading takes. Fragile, heavy, or awkward pieces raise the class.
- Liability Risk of theft, damage, or damage to nearby freight, plus value per pound. Perishable or high-value goods carry more risk.
How to calculate density
Density is weight divided by volume in cubic feet. First find the volume: multiply length by width by height in inches, then divide by 1,728 to convert to cubic feet. Then divide the total weight in pounds by that number.
Worked example: a pallet measuring 48 by 40 by 48 inches is 92,160 cubic inches, or about 53.3 cubic feet. If it weighs 800 pounds, the density is roughly 15 pounds per cubic foot, which lands near class 70. Add lighter packaging or more air in the box and the density falls, pushing the class and the cost up.
Measure the load as it ships, pallet and packaging included, not just the product. Our dim-weight and density tool runs this calculation for you.
Common commodities and typical classes
| Commodity example | Approx. density (lb per cu ft) | Typical class |
|---|---|---|
| Bricks, dense fittings, metal parts | 50 and up | 50 |
| Bottled beverages, canned food | 22.5 to 30 | 65 |
| Boxed auto engines, machinery | 15 to 22.5 | 70 |
| Crated household appliances | 10 to 12 | 92.5 to 100 |
| Furniture, boxed clothing | 4 to 6 | 150 to 175 |
| Ping pong balls, foam, low-density plastics | Under 1 | 400 to 500 |
These figures are illustrative. Always confirm the exact class against the current NMFC listing or ask us to check it.
The wrong class triggers reweighs and adjustments
LTL carriers inspect and reweigh freight at the terminal. If the class or weight on your bill of lading does not match what they measure, they issue a reweigh and reclassification adjustment, and the corrected charge shows up on your invoice after delivery.
These adjustments are hard to dispute after the fact and they make budgeting difficult. Under-declaring to chase a lower rate almost always backfires once the freight is on a scale. Accurate dimensions and weight on the bill of lading are the cheapest insurance you have.
How class applies to Canada and US LTL
The NMFC is a North American standard, so the same class logic applies whether your LTL freight stays in Ontario or crosses into the United States. Carriers on both sides quote from the same class scale.
On a cross-border LTL move you still classify the freight, but you also need the customs paperwork to clear the border. Northbound shipments into Canada usually move on a PARS entry; southbound shipments into the US usually move on a PAPS entry, both cleared through a licensed customs broker partner. If your goods qualify under CUSMA, a valid certification of origin can reduce or remove duty. Our duty and tariff calculator gives you a landed-cost estimate before you ship.
The NMFC moved toward density-based classification
In 2025 the NMFTA rolled out the largest restructure of the NMFC in decades. Many commodities that used to carry a fixed class now sit on a density scale, so their class is read straight from pounds per cubic foot. The change took effect in mid-2025.
For shippers this raises the stakes on accurate measurement. If your product used to have a set class, check whether it now classifies by density, because a sloppy measurement can now move the class and the price on its own.
How Setara handles it
We quote your LTL freight from real dimensions and weight, classify it against the current NMFC, and flag anything that now rides on the density scale so a reweigh does not catch you off guard. Setara Transport and our vetted carrier network handle GTA pickup and delivery, and we can coordinate wider moves, including Port of Montreal containers, through partner carriers. On cross-border LTL, the customs entry clears through a licensed customs broker partner, so your classification and your PARS or PAPS entry line up on one file.
Frequently asked
What is freight class?
Freight class is a standardized code from 50 to 500 assigned under the National Motor Freight Classification (NMFC). LTL carriers use it to price a shipment. Lower classes move at lower cost, higher classes cost more.
How do I calculate freight class?
Start with density. Multiply length by width by height in inches, divide by 1,728 to get cubic feet, then divide the shipment weight in pounds by that figure. The pounds-per-cubic-foot result maps to a class, and many commodities now classify by density directly.
Does the NMFC apply in Canada?
Yes. The NMFC is a North American standard used by LTL carriers in both Canada and the United States, so the same class scale applies to domestic Ontario moves and to cross-border LTL.
What happens if I use the wrong class?
The carrier reweighs and reinspects at the terminal. If the class or weight does not match, it issues a reclassification adjustment and your invoice is corrected after delivery, usually upward. Accurate dimensions on the bill of lading prevent this.
What changed with the 2025 NMFC restructure?
In 2025 the NMFTA moved many commodities to a density-based scale instead of a fixed class. Class is now often read straight from pounds per cubic foot, which makes accurate measurement more important than before.
Does freight class cover customs clearance?
No. Class only prices the trucking. A cross-border LTL shipment still needs a customs entry, typically PARS into Canada or PAPS into the United States, cleared through a licensed customs broker partner.
Last reviewed: July 2026. General information for LTL shippers, not customs or legal advice. Sources: NMFTA National Motor Freight Classification; CBSA and CBP.
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