Groupage & LTL Road Freight — How Partial Truckload Shipping Works
Groupage (Europe) and LTL (North America) let you ship less-than-truckload cargo by sharing truck space with other shippers. Pay only for the space you use — but expect longer transit windows, more handling points, and per-kg liability caps compared to dedicated full truckload services.
Load type
Shared / consolidated
Pricing basis
Per kg or per pallet
Typical transit
1–10 business days
CMR liability cap
€8.33 per kg gross
Groupage & LTL Service Type Selector
Select a service type to understand how it operates, who it suits, and the key differences in pricing, transit time, and liability exposure
Standard groupage (also called LCL road or consolidated road freight) is the European model for moving partial loads. A freight forwarder or haulier collects individual shipments from multiple customers, consolidates them at a local depot, and dispatches them on a shared trunk vehicle to the destination region. At destination, a partner depot deconsolidates and makes final delivery. Standard groupage is ideal for shipments of 1–10 pallets or 100–5,000 kg. Transit times are typically 2–7 business days within Europe. Pricing is per kg, per pallet, or a combination, with a minimum charge applied to very small consignments.
Network type
Depot-to-depot (hub & spoke)
Transit window
2–7 business days
Pricing model
Per kg + per pallet (min charge)
Tracking
Depot scan + delivery events
How groupage and LTL shipping works — step by step
A groupage or LTL shipment passes through multiple handling points between collection and delivery. Understanding the sequence helps you identify where delays occur, what documents are needed at each stage, and how liability transfers along the chain.
Step 1
Booking — rate enquiry, space reservation, and booking confirmation
The process begins when the shipper (or their freight forwarder) requests a rate and space allocation from a groupage operator or LTL carrier. The booking includes cargo details: number of pallets or pieces, gross weight, dimensions, commodity description, Incoterms, collection and delivery addresses, and any special requirements (tail-lift, ADR, temperature control). The carrier or forwarder checks available capacity on the relevant trunk lane and confirms the booking with a booking reference number. At this stage, the shipper must provide accurate cargo details — weight and dimension inaccuracies discovered at collection or the depot will result in freight corrections (additional charges) and can delay the shipment. For international groupage under CMR, the shipper must also declare the goods value for customs and insurance purposes.
Step 2
Collection — driver picks up cargo from shipper's premises
On the agreed collection date, the carrier's vehicle arrives at the shipper's premises to collect the consignment. For European groupage, the driver typically brings a blank CMR waybill — or the forwarder pre-prepares it — and both driver and shipper sign three originals at collection. The driver notes any visible damage or discrepancy on the CMR before signing; unchallenged signing of the CMR creates a prima facie presumption that goods were received in good condition. In North American LTL, a Bill of Lading (BOL) serves the same function. The driver verifies that the cargo matches the booking: pallet count, weight (if scales are available), and description. Overweight, oversized, or undeclared hazardous goods may be refused or held pending additional charges. The signed CMR / BOL is the shipper's proof that goods have been handed to the carrier.
Step 3
Depot consolidation — goods sorted and loaded onto trunk vehicle
After collection, all consignments from the local area are brought back to the origin depot (also called a spoke terminal or consolidation hub). At the depot, shipments are sorted by destination region, and multiple consignments heading to the same destination area are loaded together onto the trunk vehicle. This consolidation process is where the major efficiency of groupage is achieved — the carrier fills a full trailer with shipments from many different customers, each paying only for their proportional share of the space and weight. At the depot, shipments are weighed, measured, and scanned into the carrier's tracking system. Any discrepancies between the booked and actual cargo are noted and charged accordingly. Loading is typically done at night so that the trunk vehicle departs in the evening and arrives at the destination depot the following morning.
Step 4
Trunk haul — long-distance movement between origin and destination hubs
The loaded trunk vehicle (typically a 13.6-metre curtainsider or mega-trailer in Europe, a 48-ft or 53-ft dry van in North America) departs the origin depot and travels to the destination hub or depot. For long-distance or cross-border moves, the trunk haul may pass through one or more relay depots where drivers are changed and vehicles may be swapped. In European groupage, the trunk haul is often overnight to minimise transit time. In North American LTL, long-haul lanes involve multiple break-bulk facilities where freight is cross-docked between vehicles. During the trunk haul, the consignment is in the carrier's custody, and the carrier bears full CMR (Europe) or BOL (North America) liability. Transit time accumulates from the point of trunk departure — delays at origin consolidation are the most common cause of longer-than-expected total transit times.
Step 5
Deconsolidation and delivery preparation at destination depot
When the trunk vehicle arrives at the destination depot, the load is broken down (deconsolidated) and individual consignments are sorted by delivery area. Depot staff verify each consignment against the manifest — checking piece counts, weights, and any damage noted in transit. Damaged or short-loaded consignments are flagged and the origin depot and shipper are notified. Consignments are then allocated to local delivery vehicles for final-mile delivery. In hub-and-spoke networks with multiple intermediate depots, further cross-docking may occur before the consignment reaches the final delivery depot. For customs-cleared cross-border groupage, the destination depot is also where import documentation (T1 transit document release, customs clearance confirmation) is processed before delivery.
Step 6
Final delivery and proof of delivery — the consignee's receipt
The delivery driver arrives at the consignee's premises with the consignment and a delivery note or copy of the CMR/BOL. The consignee must check the cargo on delivery: piece count, visible condition of packaging, and whether the goods match the delivery documentation. If damage or shortage is discovered, the consignee must note it on the delivery document before signing — adding 'received subject to inspection' or noting the specific damage in writing. Under CMR, if a consignee accepts delivery without noting damage, they lose the right to claim against the carrier for visible damage. Hidden damage must be reported within 7 days. The signed Proof of Delivery (POD) is then returned to the carrier and is the final confirmation of the delivery transaction. For electronic tracking systems, a digital signature or scan at delivery serves as the POD.
Groupage and LTL rules at a glance
International road freight is governed by the CMR Convention (Convention on the Contract for the International Carriage of Goods by Road). North American LTL is governed by domestic carrier tariffs and the NMFC classification system. Key rules apply at every stage.
Min shipment size
~30 kg / 1 pallet
Subject to carrier minimum charge
CMR liability
€8.33 / kg
Gross weight — declared value overrides
Claim deadline
7 days
Hidden damage — visible = on delivery
POD retention
3 years
CMR claim limitation period
Groupage and LTL pricing — how freight rates are calculated
Per kg, per pallet, or freight class-based
Groupage and LTL pricing is more complex than FTL because carriers must account for the physical space and weight of each shipment relative to the others on the vehicle. In European groupage, the freight rate is typically quoted as a combination of: a per-kg rate (applied to the higher of actual weight or volumetric weight), a per-pallet slot charge (for standard euro-pallets), and a minimum charge per consignment. Volumetric weight is calculated using a conversion factor — most European groupage operators use 1 cubic metre = 333 kg (LDM basis) or the standard 1:3 ratio. In North American LTL, pricing uses freight classes (1 to 500) assigned by the National Motor Freight Classification (NMFC) system. The class determines the rate per hundredweight (CWT). Additional surcharges apply to both systems: fuel surcharge (updated weekly), residential delivery, lift-gate service, inside delivery, ADR/hazmat, limited access locations, and re-delivery after failed first attempt.
CMR liability — what the carrier is responsible for
Limited to SDR 8.33 per kg of gross weight lost or damaged
The CMR Convention (Convention on the Contract for the International Carriage of Goods by Road, 1956) governs international road freight liability across most of Europe and many other countries. Under CMR, the carrier is liable for total or partial loss of goods, damage, and delay from the moment goods are taken into their charge until delivery. The standard CMR liability limit is 8.33 Special Drawing Rights (SDR) per kilogram of gross weight of goods lost or damaged — approximately €9–10 per kg depending on the current SDR rate. This limit applies to the entire lost or damaged portion, not per shipment. To recover more than the CMR limit, the shipper must declare a higher value on the CMR waybill and pay a surcharge — the carrier then becomes liable up to the declared value. CMR also limits liability for delay: the carrier is liable for delay damage up to the amount of the freight charge. For domestic road transport within individual countries, national carrier liability rules apply (in some countries these are more generous than CMR). In North American LTL, carrier liability is typically limited to $25 per pound of actual weight, or the released value declared on the BOL.
Documentation requirements for groupage and LTL shipments
CMR waybill (international) + commercial invoice + packing list
A complete groupage or LTL shipment requires several documents. For international European groupage: the CMR waybill (4 originals: sender, carrier, recipient, accompanying document) — must show sender, consignee, delivery address, cargo description, gross weight, number of packages, and any special instructions; the commercial invoice (for customs value declaration); the packing list (detailing contents of each package); and for customs-controlled movements, the transit document (T1/T2) or customs export declaration. For ADR shipments, an ADR transport document and the driver's ADR training certificate must be on board. For North American LTL: a Bill of Lading (BOL) is required for every shipment — it serves as the contract of carriage, receipt of goods, and customs document. The BOL must show: shipper and consignee details, delivery address, freight description, freight class, weight, piece count, and any special handling instructions. NMFC item numbers should be included to confirm the freight classification. Missing or inaccurate documentation is the leading cause of customs holds, delivery refusals, and freight claims in both groupage and LTL transport.
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