The pricing of Full Truckload (FTL) transport is often perceived as an opaque process. While intuition suggests that the cost should primarily depend on the number of kilometers driven, the final freight rate is the result of numerous economic and operational factors. Fuel prices, currency fluctuations, Mobility Package regulations, and the seasonal availability of equipment across Europe mean that the quote for the same route can vary significantly depending on when the order is placed.
At Jasek Transport, we manage FTL operations daily on both domestic and international routes. Our years of experience in road transport within EU provide not only timely deliveries but, above all, expert consultancy in cost optimization. This allows us to guarantee the best ratio of price to quality and transport safety.
In this article, we break down the components of FTL pricing. We explain why “not all kilometers are created equal,” what exactly is hidden within a carrier’s rate, and how to avoid hidden costs when planning large-scale logistics.
Distance and Route – Why “Not All Kilometers Are Created Equal”
It seems logical that if fuel costs and driver working hours are proportional to distance, the price for transport should be a simple product of kilometers and a fixed rate. In FTL logistics, however, this math rarely holds up. Distance is merely the baseline for calculation; the final price is verified by the specific lane (direction of transport).
The Trade Balance and “Empty Miles”
The most significant factor influencing a freight rate is the balance of cargo in a given region (supply and demand).
- Export Lanes. If we send goods from an industrial hub (e.g., Silesia in Poland, Western Germany) to a typically consumptive or agricultural region, the rate will be higher. The carrier must calculate the risk of not finding a backhaul (return load) and having to return empty or drive many kilometers to the next loading point.
- Import/Return Lanes. From regions where it is difficult to find an outgoing load, rates are usually much lower. Carriers are often willing to accept a rate near the break-even point just to cover fuel costs and bring the vehicle back to its base or a high-demand region.
Consequently, driving 1,000 km from Poland to France typically costs more than driving those same 1,000 km from France to Poland.
The Short-Distance Trap
A common misunderstanding is the expectation of a low price for short routes (e.g., 50–100 km). Here, the mechanism of fixed costs comes into play. Regardless of whether the truck drives for one hour or ten:
- The time spent on loading and unloading remains the same (often totaling 2–4 hours).
- The process of notification, documentation, and vehicle positioning engages the same administrative resources.
On short routes, the “useful” driving time is small compared to the operational time, which drastically increases the rate per kilometer. In international FTL, the most economical routes per km are long-haul trips that allow for steady highway driving.
Geography and Tolls
The final element differentiating the “value of a kilometer” is infrastructure costs. A kilometer driven through Germany, Austria, or Switzerland is significantly more expensive for a carrier than a kilometer in Poland or Romania due to very high road tolls (Maut). A route valuation must therefore account for not only geographic distance but also the “cost map” of transit countries and potential ferry crossings (e.g., to the UK or Scandinavia).
Equipment Type and Cargo Specifics
Although in FTL transport the customer pays for the “entire truck,” the price of that truck can vary depending on its specifications. A standard curtain-side trailer (13.6 LDM) is usually the baseline, but non-standard requirements can increase the rate.
Standard vs. Mega Trailers
The primary tool in international transport is the standard trailer with an internal height of approximately 2.70–2.75 m. It is the most available on the market, resulting in the most favorable price. The situation changes when the goods are light but bulky (e.g., mineral wool, empty packaging, automotive parts) or tall. In such cases, a MEGA trailer (internal height 3.00 m, volume 100 m³) is required. Due to the slightly lower availability of this equipment and the higher cost of purchasing such trailers and low-deck tractors, Mega transport rates may be slightly higher, especially during peak seasons.
Dangerous Goods (ADR)
The transport of materials classified as dangerous (industrial chemicals, batteries, paints) follows separate rules. Even if the cargo occupies the entire trailer, its transport will be more expensive than neutral goods. This is due to:
- Hiring a driver with proper ADR certifications.
- Equipping the vehicle with specialized protective and firefighting equipment.
- Higher operational risk and the need to plan routes that avoid tunnels or restricted roads.
Cargo Weight and Fuel Consumption
In FTL, the impact of weight on price is often overlooked. Physically, transporting 24 tons of steel generates significantly higher fuel consumption than transporting 5 tons of polystyrene. A difference in consumption of 3–5 liters per 100 km, multiplied by a thousand kilometers, represents a real cost for the carrier, which is often reflected in precise freight calculations.
High-Value Cargo and the SENT System
High-value loads (e.g., electronics, alcohol, tobacco) or goods covered by the SENT monitoring system require additional precautions. This often involves using box trailers (for theft security), purchasing additional insurance, or planning stops exclusively at certified, guarded parking lots. These safety requirements are directly reflected in a higher service price.
Seasonality in Logistics and Vehicle Availability
The transport market acts as a barometer for the economy—reacting instantly to changes in supply and demand. The price offered in February may be drastically different from the price for the same job in November.
Peak Season (Q4) – A Carrier’s Market
The last quarter of the year, particularly from mid-September to mid-December, is the traditional “logistics peak.” Two phenomena overlap here:
- Retail Sector: Preparations for Black Friday and Christmas generate massive demand.
- Manufacturing Sector: Factories strive to meet annual targets and clear warehouses before end-of-year inventory. During this period, demand for trucks significantly exceeds availability. As a result, spot market rates can increase by 20–40% compared to the annual average.
Off-Season (Q1) – A Shipper’s Market
Following the holiday peak, January and February see a natural slowdown. Consumption drops, and warehouses are stocked. The supply of available trucks is high, forcing carriers to lower rates just to keep their fleet moving. This is the best time to negotiate long-term contracts.
Calendar Traps: Holidays and Driving Bans
European “long weekends” or public holidays involve truck driving bans. This shortens the logistics work week from 5 days to 3 or 4, causing a surge in cargo volume just before and after the holiday, which drives up spot rates.
Components of a Transport Rate
As a carrier operating our own fleet (rather than a broker trading loads), our pricing is based on the hard mathematics of operational costs. Here is exactly what makes up the amount on your invoice:
- Fuel and the BAF Mechanism. Diesel remains the largest single cost, often accounting for nearly 40% of the freight value. We use a transparent BAF (Bunker Adjustment Factor) to adjust for fuel price fluctuations fairly.
- Labor Costs and the Mobility Package. EU regulations have significantly raised the costs of legally employing international drivers. For us, a solid salary is an investment in the safety of your cargo.
- Road and Ferry Tolls. This is a “pass-through” cost. The amount depends on the vehicle’s emission class (Euro 6) and the number of axles. On some international routes, tolls can consume 20–30% of the total price.
- Fleet Maintenance and Depreciation. Using our own tractors and trailers involves leasing, insurance, and regular servicing costs. We do not cut corners on maintenance, as a breakdown on the road means a delayed delivery for the customer.
Settlement Models: Price Per Kilometer vs. Flat Rate (Lump Sum)
We apply two main settlement models depending on the nature of the cooperation.
1. Flat Rate (All-in / Lump Sum) – Certainty and Stability
This is the most popular model in international transport, especially for one-way or spot shipments. We agree on a specific amount for the journey from point A to point B (e.g., 1,200 EUR).
- Pros: The budget is “locked in.” This price includes all additional costs, such as tolls. The carrier assumes the operational risk of the route.
2. Rate Per Kilometer – Transparency for “Round-Trips”
This model works best for consistent partnerships where the customer can provide loads in both directions, creating round-trips or loops (e.g., Poland–Germany–Poland).
- Pros: Because a return load is guaranteed and we don’t waste time searching the market, we can offer a lower rate. However, we typically invoice for every kilometer driven, including technical “empty miles” between unloading and the next pickup. Efficiency in this model relies on smooth route optimization.
Why Entrust Your Cargo to Jasek Transport?
In a market full of intermediaries and virtual forwarders, Jasek Transport stands out as a carrier with its own fleet and experience drivers. By choosing us, you bypass the long chain of brokers. You speak directly with the fleet owner, ensuring not only cost transparency but full control over the process. We do not trade your load on freight exchanges; we carry it with our own fleet and our own professional drivers.
