FREIGHT PRICING
What European freight prices depend on
Every shipment is different, so we do not publish flat rates. Our online calculator shows an indicative price for your route instantly; a binding offer usually follows within 30 minutes.
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What a freight price is made of
A road freight price is not one rate multiplied by distance. The carrier reflects the costs that actually arise on the route, plus the market situation that week. The main components are:
- driver and vehicle time – driving, waiting at the dock, mandatory breaks and daily and weekly rest,
- fuel – route length, terrain such as the Alps or Pyrenees, and the current diesel price,
- tolls – each country charges differently, graded by weight and emission class,
- ferries and tunnels – on routes to Scandinavia, the UK and some Alpine crossings,
- equipment – reefer unit, tail-lift, ADR kit or loader crane,
- the way back – whether the carrier finds a new load near the delivery point or drives empty.
Full load, groupage or express
| Option | How it is priced | When it makes sense |
|---|---|---|
| Full truckload | You pay for the whole truck, however much space you use. | Large volumes, heavy or sensitive goods, fixed dates. |
| Groupage | You pay for the space used and share the truck. | A few pallets where a longer transit is acceptable. |
| Express van | A dedicated vehicle driving directly, often non-stop. | Urgent parts, samples, stopped production. |
In groupage, loading metres and stackability drive the price. With a full load it makes no difference whether the truck is half or completely full – so it pays to fill it, for example by combining orders. More on the pallet option on the pallet transport page.
Tolls and fuel
Toll systems in Europe differ by country and road type. Some charge per kilometre on motorways, others also on ordinary roads, and some add fees for particular tunnels, bridges or mountain passes. Rates depend on the vehicle's emission class and in many countries on a CO₂ component. A route through Germany and Austria therefore carries different toll costs than an equally long one through Poland.
Diesel prices move during the year and carriers pass changes on with some delay; a marked change gradually shifts freight prices across the whole market.
Seasonality and truck availability
Freight is a market: plenty of cargo and few trucks push prices up. This happens at quarter-end, before Christmas, during the fruit and vegetable harvest in southern Europe and before long holidays when driving bans keep trucks parked. In summer, driver holidays reduce capacity. Quieter weeks make it easier to secure a truck on better terms.
Empty runs and return loads
A carrier always considers how to move on after unloading. Deliver to a region with a lot of outgoing cargo, and the next load is found quickly. Deliver somewhere with little freight leaving, and part of the empty return is built into the price. That is why prices between the same two cities often differ by direction – and why imports to Czechia can be favourable on lanes with heavy Czech exports.
Why a per-kilometre rate oversimplifies
A rate per kilometre is handy for quick comparisons but explains little. Short trips have a high share of loading and unloading time, so they look expensive per km. A long Alpine route has different tolls and fuel use from a flat one of the same length, and a day of waiting at the dock costs money with no extra kilometres. For a realistic figure, use the calculator, which works with the real route, vehicle type and shipment size.