Road Freight: Full Truck (FTL) and Part Load (LTL) Transport
Full-truck and part-load organisation, CMR and transit documents, Ro-Ro links to Europe — we coordinate your road shipment end to end.
Road freight moves cargo door to door with tractor and trailer combinations. It takes two basic forms: full truck (FTL), where the whole vehicle is assigned to one load, and part load (LTL), where the cargo of different shippers is consolidated. On the Türkiye–Europe corridor, CMR, the transit regime and movement certificates set the process, while border crossings and transit-permit quotas set the calendar.
What is the difference between FTL (full truck) and LTL (part load)?
The difference is whether the whole vehicle is assigned to a single shipper. In full-truck transport the entire trailer capacity is given to one load and the vehicle goes from the loading address to the unloading address without transhipment. In part load, the cargo of different shippers is combined on the same vehicle, usually collected at a consolidation warehouse and separated again at destination. This has practical consequences: in FTL the cargo is not handled, so the risk of damage and mix-ups is lower and transit time is more predictable, but you also pay for any empty space. In LTL you pay only for the space you occupy; on the other hand, the collection and delivery round, waiting at the transfer hub and customs problems of other loads on the same vehicle can also affect your shipment's time. The choice is usually a balance between volume, urgency and how fragile the cargo is.
From what volume does a full truck make sense?
There is no exact threshold; the decision falls at the point where the part-load unit price approaches the full-truck freight. On the road the unit of measure is the loading metre (LDM): the metres of the trailer's 13.6-metre length that your cargo occupies. 80×120 cm euro pallets placed side by side take roughly 0.4 LDM, and 100×120 cm industrial pallets roughly 0.5 LDM. In pricing, actual weight is compared with its volumetric equivalent; the conversion common in the industry is roughly 1,750 kg per LDM and roughly 333 kg per m³, and whichever is greater is used. In practice, a part-load total of about 12–14 euro pallets, around 5–6 LDM, starts to approach a full-truck freight; for heavy and dense cargo the threshold comes earlier. The sound approach is to price both options on the same day and compare. The CBM calculator helps with the volume.
How many pallets does a truck take, and what are the standard capacities?
A standard 13.60-metre curtain-sided truck usually takes 33 pallets in euro-pallet size. Because internal dimensions vary by a few centimetres with trailer type and manufacturer, volume and pallet count are quoted as ranges, not exact figures. On weight, in Türkiye the maximum laden weight for a classic tractor plus semi-trailer combination is 40 tonnes; in combined transport, with suitable combinations carrying a 40 ft ISO container, up to 44 tonnes is allowed. After deducting the vehicle's own weight, the net payload on most curtain-siders stays in the 22–25 tonne band. In load planning both the volume and the weight limit must hold at once: cargo that fits 33 pallets but runs into the weight limit is very common.
- Standard curtain-sider: about 13.60 × 2.40–2.45 × 2.70 m inside, 82–90 m³, 33 euro or 26 industrial pallets; LDM is calculated on the industry-standard 2.40 m width
- Mega trailer: inside height up to 3.00 metres, about 100 m³; for light, bulky cargo
- Refrigerated: insulation narrows the interior, so volume and pallet capacity drop somewhat
- Open / platform: for out-of-gauge, heavy or crane-loaded pieces
- For critical cargo, confirm the vehicle's internal dimensions before loading
What is a CMR consignment note, and what is it for?
The CMR is the consignment note issued in international road carriage; it evidences the contract of carriage and that the cargo was handed to the carrier in the stated condition. It takes its name from the 1956 CMR Convention and applies to carriage between countries party to the convention. It differs from the sea bill of lading in an important way: the CMR is not a document of title, and ownership cannot be transferred by endorsing it; delivery is made to the consignee named on the note. In practice its most critical part is the reservations box — if findings at delivery such as the number of packages, the condition of packaging or wetness are not written on the CMR, it becomes hard to prove a damage claim afterwards. The convention limits the carrier's liability to 8.33 SDR per kilogram of gross weight short; the limit falls away in cases of wilful misconduct or gross fault. For high-value cargo, taking out separate cargo insurance is therefore standard practice.
What are the TIR carnet and the transit regime for?
The transit regime governs the movement of goods that are not in free circulation, or whose export formalities are complete, from one customs office to another under customs supervision. Its purpose is to avoid a separate duty and guarantee process at every border when goods cross several countries. The TIR carnet is the best-known instrument: it rests on the TIR Convention under the United Nations Economic Commission for Europe, works with a guarantee given by guaranteeing associations, and lets sealed vehicles pass through intermediate countries without being opened. The second route towards Europe is the common transit regime: a T1 or T2 declaration is opened electronically through NCTS. Which is used depends on the route, the status of the goods and the practice of the destination country; we settle this with your customs broker before the shipment starts.
What is the difference between an A.TR and an EUR.1 movement certificate?
The A.TR proves free-circulation status, while the EUR.1 proves origin. The A.TR is issued under the Customs Union between Türkiye and the EU; where the goods were made does not matter, it is enough that they are in free circulation in Türkiye or the EU. Industrial products and processed agricultural products move duty-free with this document. The EUR.1 is a preferential origin certificate; it shows that the goods are originating under the origin rules of the relevant agreement and gives reduced or zero duty. The EUR.1 is used for shipments to countries with which Türkiye has a free trade agreement. Cargo to the EU does not always carry an A.TR either: for agricultural products outside the Customs Union and for iron and steel products on the European Coal and Steel Community list, an EUR.1 is issued instead of the A.TR. This exclusion is not limited to raw products; some seemingly processed items such as tomato paste, canned goods, fruit juice and cheese may also fall outside, and the decision is made per HS code. Documents become valid with chamber of commerce approval and customs endorsement.
Road to Europe, or Ro-Ro and intermodal?
Ro-Ro is the method where the trailer is driven onto a ship, and on the Türkiye–Europe corridor it is a real alternative to road. The trailer can also be sent without tractor and driver; at the destination port a local tractor takes over. From ports in Türkiye such as İzmir/Çeşme, Pendik and Yalova, lines run towards Trieste in Italy, Sète in France and Lavrio in Greece; after Trieste there are intermodal links by block train to terminals in Germany, Belgium and Czechia. The advantage is that it largely avoids border queues and transit-permit quota pressure and proceeds independently of driving and rest limits. The price is flexibility: you depend on the ship's departure schedule, and a port transfer can add a day. Which is faster on which route depends on the sailing schedule and the border congestion of the period.
What does road transit time depend on?
Waiting items, more than distance, set the transit time. On the driving side the AETR rules apply: 9 hours of driving a day (it can rise to 10 hours twice a week), a 45-minute break after 4.5 hours of driving, at least 11 hours of rest at the end of the day, and at most 56 hours of driving a week and 90 hours in two weeks. With two drivers the ceiling rises; with one driver the distance is inevitably spread over days. The second factor is the border crossings: the queue at Kapıkule, Hamzabeyli and Dereköy ranges between hours and days with the season and holiday periods. The third is transit-permit quotas: if the quota runs out during the year, vehicle allocation is delayed. In part load, waiting at the transfer hub is added; in full truck, the customs inspection lane. The times given are therefore estimates that vary with line and customs congestion, not commitments.
Comparison of full-truck (FTL) and part-load (LTL) transport
| Criterion |
Full truck (FTL) |
Part load (LTL) |
| Use of vehicle |
The whole trailer is assigned to one load |
Cargo of different shippers is consolidated |
| Pricing basis |
Per trip; empty space is also paid for by the shipper |
On the LDM occupied or on chargeable weight |
| Transhipment |
None; direct from loading to unloading address |
Handling at the consolidation and distribution warehouse |
| Transit time |
More predictable, tied to one vehicle |
Can lengthen with the collection round and waiting at transfer |
| Risk of damage |
Low because there is no handling |
Relatively higher because handling increases |
| Best suited to |
High volume, urgency, fragile or sensitive cargo |
Small lots, regular shipments, flexible deadlines |
Documents used in this shipment
- CMR consignment note — evidences the contract of carriage and the handing of the cargo to the carrier; damage reservations are entered here
- TIR carnet — the guaranteed transit document under the TIR Convention that lets sealed vehicles pass under customs supervision
- T1 / T2 transit declaration — the transit declaration opened electronically through NCTS under the common transit regime
- Transit permit (dozvola) — permission to cross a country or unload there under a bilateral quota
- A.TR movement certificate — proves the free-circulation status of goods under the Customs Union
- EUR.1 movement certificate — proves preferential origin; used instead of the A.TR in countries with a free trade agreement and, towards the EU, for agricultural products outside the Customs Union and iron and steel products on the ECSC list
- Certificate of origin — shows the country of origin of the goods outside the preferential regime
- Commercial invoice and packing list — the source of value, number of packages, gross/net weight and HS code information
- Export declaration — the principal document of the customs exit procedure
- ADR transport document and vehicle approval certificate — mandatory for dangerous goods shipments
- Temperature record report and ATP vehicle certificate — proof of the cold chain in refrigerated transport
- Cargo insurance policy — secures the value above the CMR liability limit
Frequently asked questions
What matters in refrigerated transport?
What decides is keeping the temperature regime unbroken. The trailer is pre-cooled before loading, the required temperature range is written into the transport instruction, and the trip is monitored with a data logger. For international carriage of perishable foods, vehicle certificates under the ATP agreement are required. In part-load reefer shipments only products in the same temperature group can be combined; the number of door openings is also included in planning.
How are ADR dangerous goods carried by road?
ADR is the European agreement on the international carriage of dangerous goods by road, and Türkiye is a party to it. The cargo is declared with its UN number, class and packing group. The vehicle carries an ADR certificate of approval, the driver an ADR training certificate, and the vehicle orange plates and hazard labels. Bans on loading together, tunnel restrictions and the dangerous goods safety adviser obligations are also taken into account.
What is a transit permit (dozvola), and does it delay the shipment?
A transit permit is a vehicle quota that countries grant each other under bilateral agreements; it is needed to cross a country in transit or to unload cargo there. The quota is planned at the start of the year and can run out during the period. When it does, finding a vehicle gets harder, freight rises and the shipment is usually moved to a Ro-Ro or intermodal route. At peak season, booking early reduces this risk.
What are the main causes of delay on the Türkiye–EU corridor?
The most frequent cause is congestion at border crossings; led by Kapıkule, queues lengthen markedly with the season and holiday periods. Next comes document mismatch: a difference in the number of packages or weight between the invoice, packing list, CMR and movement certificate stops the declaration. Being sent to the inspection lane, quota exhaustion, pass closures in winter conditions and waiting at transfer in part load are other main causes.
What determines road freight?
Freight depends not on a single item but on several variables: route and distance, the LDM and weight value of the cargo, vehicle type (curtain-sider, mega, refrigerated, ADR), the number of loading and unloading points, expected waiting time at the border, availability of a return load, fuel and toll charges, and the season. Because these variables combine differently on every shipment, the price is given by quote according to current vehicle and route conditions.
What should I do if the cargo is delivered damaged?
Do not accept the cargo without writing the damage on the CMR. Visible loss or damage is notified by a reservation on the CMR at the time of delivery. For damage not apparent from outside, the convention requires written notice within seven days of delivery (excluding holidays); for delay claims the period is twenty-one days. Photographs, the weighing slip and the delivery record form the core of the file.