Freight & Logistics Glossary

A shipment that fills an entire truck (or is paid for as one), moving from pickup to delivery without sharing trailer space.

Full-truckload freight uses a dedicated trailer for a single shipper, so the load isn't handled or reloaded en route. Shippers choose FTL for high-volume freight (roughly 10+ pallets or ~15,000+ lbs), time-sensitive moves, or fragile goods that shouldn't be touched. Because it's a direct, non-stop haul, FTL is usually faster and lower-risk for damage than pooled options, and it's priced per mile or as a flat lane rate.

Related: less than truckload, partial truckload

Shipping freight that doesn't fill a whole trailer, sharing truck space and cost with other shippers' loads.

LTL is the standard choice for shipments of roughly 1 to 6 pallets or 150 to 15,000 lbs. Carriers consolidate multiple shippers' freight and move it through terminal hubs, so goods are handled several times and transit is slower than direct FTL. Pricing depends on freight class, weight, distance, and any accessorial services, which makes accurate class and dimensions essential to avoid reweigh or reclass fees.

Related: full truckload, freight class, partial truckload

A mid-size shipment too big for LTL but not filling a full trailer, moved with fewer stops and less handling.

Partial-truckload typically fits freight in the 5,000 to 27,500 lb range or around 6 to 18 pallets. Unlike LTL, it usually skips terminal sorting and rides on one truck with a few other partials, so there's less handling and lower damage risk. It often prices better than LTL for dense or lower-class freight and avoids paying for empty space you'd waste booking a full truck.

Related: less than truckload, full truckload, freight class

The short-haul trucking of a container between a port, rail yard, or terminal and a nearby warehouse or facility.

Drayage bridges the gap in intermodal moves, hauling ocean or rail containers the first or last few miles to an inland destination. It's a specialized service because it involves port/rail appointments, chassis, and strict free-time windows before demurrage or detention fees start. Delays at congested ports can quickly add accessorial costs, so drayage scheduling is closely tied to container availability.

Related: intermodal, chassis, demurrage

Moving freight in the same container across two or more modes—typically truck and rail—without unloading the goods inside.

In intermodal, cargo stays sealed in one container while transferring between truck, rail, and sometimes ocean, which cuts handling and damage. It's usually cheaper and more fuel-efficient than long-haul trucking for distances over ~700 miles, at the cost of slower, less flexible transit tied to rail schedules. Drayage trucking handles the pickup and delivery legs at each end.

Related: drayage, chassis, full truckload

A fee charged when a driver is held at a shipper or receiver beyond the agreed free loading/unloading window.

Carriers typically allow about two hours of free time to load or unload; past that, detention accrues, often $25 to $100+ per hour. It compensates the carrier for lost driving time and helps keep drivers within federal hours-of-service limits. Detention applies to the truck and driver, distinguishing it from demurrage, which is charged on containers sitting at a port or ramp.

Related: demurrage, accessorial charges, lumper

A fee for leaving a container at a port or rail terminal past its allotted free time before pickup.

Demurrage penalizes shippers or consignees for occupying terminal space too long, encouraging quick container retrieval. Ports usually grant a few free days, then bill escalating daily charges until the container is pulled. It's often confused with detention: demurrage covers a container sitting inside the terminal, while detention covers equipment held outside it, such as at a warehouse.

Related: detention, drayage, accessorial charges

Extra fees for services beyond standard pickup and delivery, such as liftgate, residential, or inside delivery.

Accessorials cover work a carrier does outside the base line-haul rate. Common examples include liftgate service, residential pickup/delivery, limited-access sites, detention, lumper fees, reweighs, and redelivery. Because they can significantly raise a final invoice, shippers should flag needed services when booking so quotes are accurate and avoid surprise back-charges.

Related: detention, lumper, bill of lading

The core shipping document that acts as a receipt, contract of carriage, and record of a freight shipment's details.

The BOL lists the shipper, consignee, origin, destination, freight description, weight, class, and special instructions, and legally governs the move between shipper and carrier. It's issued at pickup and signed at delivery, doubling as a receipt for the goods. An accurate BOL is critical because it drives billing, freight classification, and any claim for loss or damage.

Related: proof of delivery, freight class, freight broker

A signed document confirming the consignee received the shipment, noting date, time, and any damage or shortages.

The POD is usually the delivery copy of the bill of lading signed by the receiver. It confirms the goods arrived and closes out the shipment for billing and record-keeping. Any noted exceptions—damage, missing pieces, or refused freight—become the basis for a freight claim, so receivers should inspect and annotate before signing.

Related: bill of lading, accessorial charges

Miles a truck drives empty, with no revenue load, usually between a delivery and the next pickup.

Deadhead happens when a driver must reposition an empty trailer to reach the next load. It's unpaid, uses fuel, and raises a carrier's cost per mile, so heavy deadhead in a lane can push freight rates up. Brokers and dispatchers try to minimize it by pairing outbound loads with nearby backhauls.

Related: backhaul, lane, freight broker

A refrigerated trailer with a temperature-control unit used to haul perishable or climate-sensitive freight.

Reefers keep cargo within a set temperature range for produce, meat, dairy, pharmaceuticals, and frozen goods. They cost more than dry vans because of the fuel-burning cooling unit, added maintenance, and tighter handling standards. Shippers must specify the required temperature and whether it's continuous or cycle run, since violations can spoil a load and trigger claims.

Related: full truckload, accessorial charges

A standardized rating from 50 to 500 that categorizes LTL freight to determine how it's priced.

Freight class is set under the National Motor Freight Classification (NMFC) system based on density, stowability, handling, and liability. Lower classes (like 50–70) are dense, easy-to-ship goods and cost less per pound, while higher classes (like 250–500) are light, bulky, or fragile and cost more. Getting the class and dimensions right is essential to avoid reclassification fees on LTL invoices.

Related: less than truckload, bill of lading, partial truckload

A specific origin-to-destination route that freight regularly travels, such as Chicago to Dallas.

A lane defines where freight moves and is the basic unit for pricing and capacity planning. Rates on a lane shift with seasonal demand, fuel, and the balance of available trucks versus loads. Carriers and brokers favor lanes with strong freight in both directions because balanced lanes reduce deadhead and keep pricing competitive.

Related: backhaul, deadhead, freight broker

A return load that fills a truck on its way back toward its home base after delivering the outbound shipment.

Backhauls turn what would be empty deadhead miles into revenue on the return trip. Because carriers are motivated to avoid running empty, backhaul lanes often price lower than the primary outbound direction. Matching outbound and return freight is a core part of how brokers and fleets improve efficiency and hold down rates.

Related: deadhead, lane, freight broker

The Federal Motor Carrier Safety Administration, the US agency that regulates and licenses commercial trucking and brokers.

Part of the US Department of Transportation, the FMCSA sets and enforces safety rules for motor carriers, including driver hours-of-service, vehicle inspections, and drug testing. It issues operating authority (MC numbers) and DOT numbers and requires brokers to hold a $75,000 surety bond or trust. Its records let shippers verify that a carrier or broker is licensed, insured, and in good safety standing.

Related: freight broker, full truckload

A licensed intermediary that connects shippers with carriers to arrange freight transportation for a fee.

A broker doesn't own trucks; it matches a shipper's load with vetted carriers, negotiates rates, and manages the shipment end to end. Brokers must hold FMCSA operating authority and a $75,000 BMC-84 surety bond, which protects shippers and carriers financially. They add value through carrier vetting, capacity access, tracking, and handling paperwork and claims.

Related: fmcsa, lane, bill of lading

A third-party worker hired to load or unload freight at a warehouse, often at grocery or food distribution centers.

Lumper services are common at receivers that don't want drivers handling the physical unloading. The driver typically pays the lumper fee on-site and is reimbursed by the shipper or broker, making it an accessorial charge. Getting a lumper receipt is important so the cost can be documented and billed back correctly.

Related: accessorial charges, detention, proof of delivery

A shipment where the shipper and receiver are kept unaware of each other's identity on the paperwork.

Blind shipments are used to protect business relationships, often when a distributor doesn't want a customer to know the original supplier, or vice versa. The bill of lading is altered so one or both parties see a substitute name instead of the true origin or destination. They require a double set of BOLs and careful coordination, and are common in drop-ship and reseller arrangements.

Related: bill of lading, proof of delivery, freight broker

A wheeled steel frame that a shipping container sits on so a truck can haul it over the road.

Ocean and rail containers can't move by truck on their own; they're mounted on a chassis for the drayage leg. Chassis are often rented from pools, and shortages or split costs (the 'chassis split' of retrieving one from a separate location) can add fees and delays. Availability directly affects drayage timing and the risk of demurrage at busy ports.

Related: drayage, intermodal, demurrage