Freight Calculator

How is freight calculated? Use our free calculator for sea, air and road freight – with the IATA volumetric weight formula, Incoterms 2020 and a ±30% market tolerance.

Freight Calculator 2026

Results are estimates; contact us for a firm quote.

The tool was last updated on 4 October 2026, 09:47.

Rail freight on the BTK / Middle Corridor requires a manual quote because spot-market liquidity is low. Out-of-gauge cargo also requires a project-specific quote for open-top, flat-rack or lowbed equipment.

Information About Results

This calculator is provided only for preliminary information and approximate cost estimation. Results are not firm quotations, binding prices, booking approvals or operational commitments. Costs vary by route, cargo type, volume, weight, equipment availability, carrier, port and terminal charges, season, exchange rates, surcharges and operational conditions. Actual quotations may differ by approximately ±30% or more. Accuracy, currency and final price are not guaranteed. Written quotation and operational confirmation from NarinPort are required. NarinPort cannot be held responsible for commercial decisions, planning errors, delays, additional costs or financial losses based on these estimates.

Freight Calculation: How Is Freight Calculated?

The freight calculator on this page provides estimated transport costs for your export shipments originating in Türkiye; you can request a quotation for import shipments. The tool calculates sea, air and road transport scenarios and directs rail enquiries to quotations. Calculations can use full-container load (FCL) and less-than-container load (LCL) options for sea, and full-truck load (FTL) and less-than-truck load (LTL) options for road.

Calculation results may vary according to route, cargo type, volume, weight, equipment suitability, carrier, port and terminal costs, seasonal congestion, exchange-rate changes and operational conditions. For this reason, the results provided by the tool are not firm quotations or binding prices. They should be considered only for approximate cost estimation and preliminary budgeting.

The tool automatically applies chargeable-weight calculations for air freight, the Weight or Measurement (W/M) rule for sea LCL, and Loading Meter (LDM) calculations for road LTL. Its multi-line cargo entry feature allows you to combine cargo items of different dimensions and weights within a single shipment.

Incoterm selection does not change the estimated amount; you can see which party pays freight in the Incoterms 2020 table on this page. Our freight calculator is designed for SME importers and exporters, e-commerce operators, purchasing managers, foreign-trade specialists and all users needing estimated cost information before shipment.

Our freight calculator is free; no registration, membership or sharing of contact details is required. Calculations take place in your browser and the data you enter is not sent to our servers. You can save results as a PDF with Print, or share your route and mode selections with colleagues using Copy Link; cargo details need to be entered again.

Where Do Our Current Freight Calculation Rates Come From?

Our freight calculator uses a calculation structure that evaluates international freight indices together with data obtained from NarinPort's operational experience. For sea container freight, industry indices such as the Shanghai Containerized Freight Index (SCFI), Drewry World Container Index (WCI), Xeneta and Freightos are among the main reference sources. These indices are used to track price movements in the global container market and route-specific fluctuations.

For air freight, the IATA Air Cargo Tariff (TACT) and chargeable-weight logic are taken into account. The commonly used divisor for standard air cargo calculations is 6000. On this basis, 1 m³ is considered approximately 167 kg. Our calculator uses this standard as its default calculation logic for air transport scenarios.

For road freight, local carrier-network data, current route prices, border-crossing costs, motorway and vignette charges, special equipment needs and part-load dynamics are evaluated together. NarinPort does not store or transport dangerous goods (IMO/ADR). For multimodal shipments, such as cargo leaving İskenderun and continuing to Europe by Ro-Ro through Mersin, freight costs for each transport leg are calculated separately; because our tool calculates a single transport mode, separate quotations should be obtained for those legs.

The dataset is checked at intervals and an estimated tolerance band is applied in light of changing market conditions. This tolerance covers market volatility, seasonal demand growth, General Rate Increase (GRI), Peak Season Surcharge (PSS), Bunker Adjustment Factor (BAF), Currency Adjustment Factor (CAF) and route-specific capacity changes.

The price band in the form “X–Y USD” or “X–Y EUR”, depending on the route, on the results screen indicates an estimated range derived from historical operational data and market indices. This band is not a firm price guarantee. A written quotation should be obtained from NarinPort's operations team for exact pricing, carrier confirmation and current operational suitability.

Choosing a Transport Mode

Choosing the correct transport mode is one of the most important decisions determining total logistics cost. Mode selection is not only about price; transit time, cargo type, packaging suitability, customs procedures, insurance needs, delivery point and operational risks also directly affect the decision.

Our freight calculator helps you evaluate different transport modes separately. You can therefore compare sea, air, road or rail options for the same cargo and make a more informed decision about cost, time and operational suitability.

Cost, Time and Cargo Comparison

These are average operational times. Customs, congestion, borders, seasons, weather and capacity can change them. Rail usually requires a specific contract, so the tool directs users to a manual quote.

Decision Criteria

The following criteria should be evaluated together when selecting a transport mode:

• Cargo volume and weight: express courier options may be more economical for shipments below 100 kg. Air or road LTL stands out in the 100–2,000 kg range. Sea LCL or road FTL can be considered between 2,000 and 15,000 kg. For loads of 15,000 kg and above, sea FCL or rail block-train options may be more suitable.
• Urgency: if transit under seven days is needed, air is the fastest option in most cases. For delivery in 7–14 days, road FTL or combined air-road solutions can be considered. For 14–30 days, road LTL or rail may be suitable. For longer-term shipments, sea is generally the most cost-effective mode.
• Cargo type: special categories such as dangerous goods, cold-chain cargo, out-of-gauge cargo, live animals, electronics, artworks, valuable commodities or sensitive equipment directly affect both the transport mode and required documents and surcharges.
• Delivery point: where door-to-door transport is required, road is more advantageous in many scenarios. If port or airport delivery is sufficient, sea or air may be more suitable in cost terms. The delivery term under Incoterms 2020 also directly affects this decision.
• Route and cargo compatibility: some ports may have limited reefer capacity. Some airports may not accept certain dangerous-goods classes. At some border crossings, vehicles carrying dangerous goods may cross only at specified times. Route and cargo compatibility must therefore be checked at quotation stage.

How Is Chargeable Weight Calculated?

Chargeable weight is the weight used by the carrier when calculating freight. It may not always be the same as actual weight. Especially for bulky but light cargo, the carrier may consider volumetric rather than actual weight. Transport cost depends on the space occupied in a vehicle, container, aircraft or warehouse as well as the cargo's kilograms.

Our freight calculator automatically applies the correct chargeable-weight formula for your selected mode. The following table summarises the basic calculation logic used for different modes.

Freight Calculation Formulas

The same cargo can produce different chargeable weights in different modes. For example, for a carton measuring 80 × 60 × 50 cm and weighing 30 kg, the air calculation may be about 40 kg, sea LCL 240 kg and road LTL about 80 kg.

This difference explains why unit costs appear different between modes. Air may be the most expensive per kilogram, yet offer a total-cost advantage for urgent, low-volume cargo. Sea, though slower, offers lower unit costs for high-volume loads.

Events Triggering Surcharges and Risk Management

Surcharges are additional cost items added to base freight. They may arise from fuel prices, currency changes, port congestion, security risk, seasonal demand increases or special cargo requirements. Understanding why these items appear in a carrier's quotation helps you assess total cost more accurately and negotiate where necessary.

You may encounter two pricing structures when working with carriers. An all-in rate combines base freight and surcharges under one price. A split rate shows base freight and every surcharge separately.

An all-in rate looks simpler at first, but it can be difficult to see which costs make up the price. A split rate is more transparent, but changes in BAF or CAF can create an additional-invoice risk.

For long-term contracts, it is advisable to list surcharges clearly and set a monthly cap, particularly for fuel and currency adjustments. This allows better cost control.

Surcharges are not exclusive to sea transport. Air FSC and SSC, and road fuel adjustments, motorway tolls, dangerous-goods premiums and reefer differences, are common cost items. For more information, see our article on sea and port logistics cost items.

Incoterms 2020: All 11 Rules and Freight Responsibility

Incoterms 2020 is the set of rules determining delivery responsibilities, cost sharing, freight obligations and the point of risk transfer between seller and buyer in international trade. The delivery term directly affects who pays freight and at which stage risk passes to the buyer.

The table below compares the 11 rules in terms of freight, insurance and risk transfer.

Practical selection guide: if an exporter wants to retain operational control through its own logistics network, C and D terms such as CPT, CIP, DAP, DPU or DDP may be more suitable. If the buyer believes its own freight-forwarder agreements offer better freight, it may prefer E and F terms such as EXW, FCA, FAS or FOB.

There is an important insurance difference between CIP and CIF. Under CIF, seller-arranged cover is generally at a minimum level. CIP imposes broader insurance obligations. Cover should therefore be evaluated separately when choosing terms for valuable, damage-prone or sensitive cargo.

Strategies to Avoid Demurrage and Detention Costs

Demurrage is the cost arising when a container remains in the port yard beyond free time. Detention arises when a container is not returned empty to the carrier on time after leaving the port. Free time is the waiting period allowed by the carrier or terminal without an extra charge.

Without proper planning, demurrage and detention can significantly increase total logistics costs. These risks can be substantially reduced when documentation, ETA monitoring, customs coordination and empty-return planning are managed on time.

• Negotiate free time before signing the contract. Standard free time may range from 5–10 days with many carriers. High-volume or regular customers may request extensions to 10–14 days. Written confirmation is important.
• Keep all documents ready before loading. For imports, the bill of lading, commercial invoice, packing list, insurance policy, A.TR or EUR.1 movement certificate, certificate of origin, product-conformity records and any required health certificates should be prepared in advance. Missing documents extend customs procedures and increase demurrage risk.
• Monitor Estimated Time of Arrival (ETA). Vessel schedules can change because of port congestion, weather, transhipment delays and seasonal demand. Follow ETA updates regularly and coordinate the customs broker, consignee and warehouse accordingly.
• Finalise warehouse and vehicle plans before discharge. Trucks, unloading sequence, temporary storage capacity and receiver readiness should be planned before arrival. Cargo without a truck or warehouse plan can wait longer in port.
• Do not delay empty return. Detention continues until the container is returned empty to the carrier. After unloading, return it promptly to the owner's depot or designated point.
• Plan alternative carriers during busy periods. Capacity can tighten at Chinese New Year, before Ramadan, and during Black Friday and Christmas. Dependence on a single carrier can increase the risk of unavailable space and delay.
• Monitor port congestion in advance. Vessel-tracking systems and operational notices can help. Consider alternative ports or routes during high congestion.

Our freight calculator focuses on estimating transport costs. Waiting-related costs such as demurrage, detention and storage must be confirmed separately according to actual shipment progress.

Freight Differences for Dangerous Goods, Reefers and Out-of-Gauge Cargo

Special cargo beyond standard loads directly affects transport cost and operational planning. Dangerous, refrigerated, oversized, heavy or low-density cargo requires separate assessment of equipment suitability, carrier acceptance, legal requirements, documents and operational risks.

When our calculator identifies special categories, it warns the user and directs them to a manual quotation where necessary. Automatic calculations provide only a preliminary idea; firm pricing and operational suitability require expert assessment.

• Dangerous Goods: flammable liquids, gases, corrosives, oxidisers, toxic substances, radioactive materials and explosives are governed by different rules according to mode. Sea uses the International Maritime Dangerous Goods Code (IMDG), air uses Dangerous Goods Regulations (DGR), and road uses ADR. UN numbers, Material Safety Data Sheets, packaging suitability and labelling requirements must be checked.
• Reefer Containers: reefers serve goods requiring temperature-controlled transport, such as food, medicines, chemicals, agricultural products and flowers. Base freight may be higher than standard containers. Plug-in charges, Cold Chain Monitoring and Pre-Trip Inspection (PTI) can add further costs.
• Out-of-Gauge Cargo: loads exceeding standard container dimensions may use flat-rack, open-top or breakbulk transport. Special equipment premiums, lost capacity, special port-yard charges, additional handling and route checks may apply. Length, width, height and weight must be checked against port, road, bridge, tunnel and terminal access.
• Low-Density Cargo: for high-volume, low-weight cargo, carriers may use volumetric rather than actual weight. Below roughly 167 kg/m³, air cargo may produce a higher chargeable weight through volume. Sea LCL usually applies a minimum 1 m³ charge.

For special cargo, missing documents, incorrect classification, poor packaging or missing labels can lead to port waiting, additional cost, penalties or refusal. Experienced carriers and freight forwarders are therefore important for dangerous, reefer and oversized cargo.

Trends and Risks Affecting the Freight Market

Freight rates are not fixed. Geopolitical developments, environmental regulation, seasonal demand, fuel, container supply and demand and carrier capacity can change them weekly or monthly. Our calculator therefore provides an estimated range rather than one fixed value.

The following are among the main risks and trends affecting freight markets:

• Red Sea and Bab el-Mandeb Security: risks in these areas may cause carriers to choose the Cape of Good Hope instead of Suez. Diversions extend transit and increase fuel consumption, potentially triggering War Risk Surcharge or Suez Adjustment.
• Persian Gulf and Hormuz: in 2026, Gulf-port sea transport operates under exceptional conditions. Some owners have stopped bookings; others make acceptance conditional on Emergency Freight and extra Hormuz passage charges. The tool's Gulf estimates and transit times are therefore not reliable indicators; request a current route and quotation.
• EU Emissions Trading System: carbon-emission costs may enter freight for vessels calling at European ports. Carriers may show an EU ETS Surcharge separately. Costs vary with route, vessel type, cargo volume and carrier policy.
• Chinese New Year / Spring Festival: factory output may pause during the holiday while pre-season export demand increases. Space can become harder to secure, freight can rise and PSS or GRI may apply.
• Container Supply and Demand: global fleet growth may generally push prices down. Route-specific equipment imbalances, empty repositioning and port-capacity problems may nevertheless raise prices on particular corridors.
• Fuel Volatility: changes in Very Low Sulphur Fuel Oil (VLSFO) and Marine Gas Oil (MGO) may pass through BAF. A transparent BAF formula matters for cost management in long-term contracts.

These macro factors explain why the calculator provides an estimated range. NarinPort's operations team can prepare tailored quotations using current market data for customers seeking current, binding and operationally confirmed prices.

Scope, Limitations and Next Steps

Our freight calculator is designed for estimated cost calculation and preliminary budgeting. Its results are not firm quotations, binding prices, booking approvals or operational commitments. Actual pricing requires separate confirmation of the carrier, route, equipment availability and current market conditions.

• Scope: the tool estimates sea, air and road freight for exports originating in Türkiye; request a quote for rail and imports. It covers sea FCL and LCL, and road FTL and LTL. Rail directs users to manual quotations.
• Calculation Logic: chargeable weight, volumetric weight, W/M, LDM, November–January peak-season warnings and a shared surcharge dictionary are considered.
• Limits: results may differ by approximately ±30% or more according to market conditions. Individual carrier tariffs, contracted-customer discounts, immediate capacity, actual port occupancy, special equipment availability and carrier-specific campaigns may not be included automatically.
• Operational Costs: demurrage, detention, storage, port waiting, extra handling, temporary storage and other delay-related expenses may arise according to actual progress. They are not automatically included in the freight result.
• Customs and Taxes: customs duty, VAT, excise, stamp duty and other import liabilities are outside this tool's scope. For personal post or express-courier shipments, use our customs-duty calculator; commercial-import tax depends on tariff code and origin.
• Insurance Premium: insurance can be estimated optionally. Actual rates vary with cargo, route risk, packaging, mode, insurer and policy terms. Cover must be reviewed separately for a firm quote.
• Exchange Rate: amounts are shown in USD or EUR. Actual invoices may use the rate applied by the carrier or provider on the invoice date.
• Force Majeure: war, natural disaster, epidemic, strike, port closure, border restrictions, carrier suspension and similar events may invalidate results.

Next steps: the estimated cost helps you budget before shipping, but an actual operation requires a firm quotation. NarinPort's operations team can assess your shipment and check the appropriate carrier, optimum route, equipment and current market price.

Contract customers may be offered corporate freight tariffs, regular-shipment advantages, free-time extensions and operational tracking support. Visit our logistics terms dictionary for terminology and our blog for freight and foreign-trade content.

For questions, comments and quotations, reach us through the contact page. Our operations team will contact you to develop the most suitable transport solution for your shipment needs.

Frequently Asked Questions About Freight

How Is Freight Calculated?

Freight is the charge paid to move cargo from origin to destination. Calculation varies with mode, route, volume, gross weight, container or vehicle type, equipment suitability and additional charges.

The basic logic by transport type is:

• Sea FCL: container count multiplied by fixed freight per container. Different rates can apply to 20-foot DC, 40-foot DC, 40-foot HC and reefer equipment.
• Sea LCL: W/M, or weight-or-measurement. The usual formula is MAX(volume in m³ × 1 tonne; gross weight in tonnes) × USD/CBM. One m³ is treated as one tonne and the greater of volume or weight is used.
• Air: volumetric weight is generally length × width × height in cm / 6000. Actual and volumetric weights are compared and the greater becomes chargeable weight.
• Road FTL: generally a fixed vehicle- and route-based rate. Curtainsiders, mega trailers, reefers and lowbeds may have different tariffs.
• Road LTL: loading metres and volume/weight balance are considered. LDM is generally length × width in metres / 2.4. Stackability can also affect cost.

Fuel, port, security, terminal, seasonal, route and operational charges may be added to base freight. Final transport cost therefore extends beyond the base amount.

Our calculator gives an approximate estimate from the cargo and route details entered. Results may change by approximately ±30% with market conditions, exchange rates, carrier, equipment suitability and operational details.

What Is Volumetric Weight and How Is It Calculated?

Volumetric weight is a billing weight calculated from the space occupied. Light, bulky cargo can be billed by volume even when actual weight is low, because it occupies substantial transport space.

Carriers therefore compare actual and volumetric weight and use the greater as chargeable weight.

The method differs by mode:

• Air: generally dimensions in cm divided by 6000; one m³ is about 167 kg.
• Express courier: companies such as DHL, FedEx or UPS may use a divisor of 5000, making one m³ about 200 kg and bulky shipments more expensive.
• Sea LCL: generally one m³ equals one tonne or 1,000 kg; the greater of volume or weight determines charging.
• Road LTL: one m³ may equal about 333 kg, or one LDM about 1,750 kg. This varies by route and carrier.

Basic logic: chargeable weight = MAX(actual weight; volumetric weight).

Example: a carton measuring 80 × 60 × 50 cm weighs 30 kg. Air volumetric weight is (80 × 60 × 50) / 6000 = 40 kg, so billing uses 40 rather than 30 kg.

Our calculator applies the correct mode-specific volumetric logic and automatically calculates chargeable weight.

What Is the Difference Between FCL and LCL, and Which Suits You?

FCL (Full Container Load) dedicates a container to one shipper's cargo. LCL (Less than Container Load) combines different shippers' goods in one container.

FCL uses a container only for your goods. With LCL, your cargo is consolidated with other companies' goods at origin and separated at destination.

FCL is generally more suitable when:

• Volume is approximately 13–15 m³ or more.
• Weight is high or approaches container capacity.
• Products are sensitive, fragile, valuable or require ordered loading.
• Shorter transit and more controlled operations are wanted.
• Cargo must remain separate from other consignments.

LCL is generally more suitable when:

• Volume is approximately 1–13 m³.
• The shipment is too small to fill a container.
• Cost sensitivity is high and transit time is flexible.
• Shipments are small or irregular.

Below 1 m³, express courier can sometimes be more economical because LCL often has a minimum 1 m³ charge.

The FCL/LCL cost crossover may occur around 13–15 m³ on many routes, but varies with route, season, carrier, local charges and equipment. Our tool helps you compare both options using your cargo details.

What Are Incoterms 2020 and the Difference Between FOB and CIF?

Incoterms 2020 is the set of delivery terms allocating costs, risks and responsibilities between seller and buyer in international trade. It clarifies who pays freight, where risk transfers and who handles insurance and local charges.

For example, “FOB Shanghai” or “CIF İstanbul” helps parties identify responsibility for loading, freight, insurance and destination costs.

There are 11 terms. Some apply to all modes; FAS, FOB, CFR and CIF apply only to sea and inland waterways.

• FOB (Free on Board): the seller is responsible until loading aboard at origin. Main sea freight, cargo insurance and destination charges generally belong to the buyer. Risk passes on board. A buyer with its own network or forwarder agreement may gain greater control.
• CIF (Cost, Insurance and Freight): the seller arranges sea freight and cargo insurance as well as goods. Risk nevertheless passes on board at origin. Seller insurance is mandatory but may be minimal, so buyers should inspect cover separately.

Practical comparison: CIF normally appears higher than FOB by freight and insurance. Under FOB the buyer arranges freight separately; under CIF the seller includes it. Operational control matters alongside total cost.

Our calculator helps you assess whether insurance, freight, local costs and other items are included according to the delivery term selected.

What Are Surcharges Such as BAF, THC and FSC, and Why Do They Exist?

A surcharge is an additional amount added to base freight. Base freight represents the main transport charge; extras can reflect fuel, port, terminal, security, season, currency, route risk or regulatory costs.

They vary by carrier, route, period, equipment and conditions. Some quotes list them separately; all-in prices may include them.

Common sea surcharges include:

• BAF (Bunker Adjustment Factor): reflects changes in vessel fuel prices.
• CAF (Currency Adjustment Factor): balances currency-related cost changes.
• THC (Terminal Handling Charges): handling at the port or terminal.
• ISPS: port and vessel security.
• ENS / AMS: customs manifests and advance notifications for European or US destinations.
• GRI (General Rate Increase): periodic general freight increases.
• PSS (Peak Season Surcharge): extra freight during busy seasons.
• War Risk Surcharge: war, security or geopolitical route risks.
• LSS / EU ETS: low-sulphur fuel or carbon-emission rules.

Air can include FSC, SSC, AWB fees, handling and dangerous-goods charges.

Road can include fuel differences, tolls, dangerous-goods charges, reefer differences, double drivers and special equipment.

Total freight is therefore not limited to base freight. Depending on route and period, extras can materially increase total transport cost. The calculator shows these separately where possible to make the structure clearer.

What Are Demurrage and Detention Charges?

Demurrage and detention are daily extras when a container exceeds defined free time.

They differ according to whether the container is inside or outside the port:

• Demurrage applies when a container remains in the port or terminal beyond free time. Import free time may commonly be 5–10 days, after which daily tariffs apply. Customs delays, missing documents, late collection and congestion raise the risk.
• Detention applies when a container is not returned empty within the allowed time after leaving the port. Loading or unloading, warehouse operations, inland transport or return problems can cause it.

Both can occur on the same shipment and are collectively called D&D. Free time and daily rates vary by carrier, port, country, container, direction and contract.

Risk is elevated during:

• Congestion in US, European and Gulf ports.
• Chinese New Year, pre-Ramadan, Black Friday and Christmas peaks.
• Missing or late customs documents.
• Delays in consignee, warehouse or inland transport planning.
• Border and customs-yard congestion.

To reduce costs, prepare customs documents early, finalise consignee and warehouse plans, confirm free time with the carrier in writing and negotiate extensions where needed.

Our calculator estimates transit and base costs; demurrage and detention must be confirmed separately according to carrier, port and shipment conditions.

How Is the Cargo Insurance Premium Calculated?

Cargo insurance premium is an additional cost based on goods value and cover. It may vary with goods value, freight, insured percentage, cargo type, route risk and the insurer's premium rate.

In practice, cover is often calculated on a percentage above goods plus freight, to protect freight, expenses and potential additional costs as well as goods value.

A commonly used formula is:

Insurance premium = (goods value + freight) × 1.10 × premium rate.

The 1.10 factor means insurance value is usually 110% of goods plus freight. The premium rate varies with cargo, route, cover and risk.

Example: goods value USD 50,000, main freight USD 2,000 and rate 0.30%:

(50,000 + 2,000) × 1.10 × 0.003 = USD 171.60.

The estimated premium in this example is USD 171.60. Actual premium varies with cover, commodity, mode, route, packaging, damage risk and policy conditions.

Our calculator can estimate premiums from goods value and freight. The policy and written quotation must be checked separately for the final premium and scope of cover.

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