NMFC Class 300 covers freight with a density between 2 and 3 pounds per cubic foot — one of the highest freight class tiers, carrying rates that reflect the extreme inefficiency of moving this category of goods in a standard LTL trailer. At this density range, the freight is primarily air: a given trailer volume contains minimal revenue-generating weight. Bulky wood cabinets on pallets represent a core Class 300 commodity. While kitchen or bathroom cabinets are dense when compared to, say, foam packaging, the assembled-with-doors-and-drawers versions are hollow structures. When multiple units are palletized and stretch-wrapped, the exterior cube is large while the collective weight may be surprisingly modest. Assembled outdoor furniture — garden sets, large wicker chairs, outdoor bar stools — presents similar challenges. These items are built for aesthetics and outdoor durability rather than shipping efficiency. They arrive at carriers in boxes that may measure four or five feet across while the actual product weighs fifteen to twenty-five pounds, producing density figures in the 2–3 lbs/cu ft range. For shippers consistently operating in Class 300, the economics of LTL pricing become difficult to absorb into product margins. Dedicated truckload, partial truckload, or volume LTL arrangements should be evaluated alongside standard LTL. Suppliers who can flatpack or disassemble products before shipment often reduce freight class significantly.
Wood cabinets and outdoor furniture with finished surfaces require careful edge and corner protection to prevent transit damage. Floor-length mirrors should be packed upright in custom crates or rigid cartons with foam suspension — flat shipping is not appropriate. Canopy tents and hammocks in packaging tend to have irregular shapes that are difficult to brace; use dunnage bags to prevent shifting.
Stowability: Class 300 freight is extremely difficult to stow efficiently. Assembled outdoor furniture and large display fixtures cannot be easily co-loaded with other freight. Floor-length mirrors must remain upright. Bulky wood cabinet assemblies may require the carrier to leave an entire bay or floor section open. Most Class 300 shipments work best as volume LTL or partial truckload to avoid the per-hundredweight rate penalty on wasted cube.
Floor-length mirrors carry significant breakage risk and high replacement value. Finished wood furniture is susceptible to surface damage, moisture, and crushing. Wicker and composite furniture can suffer structural damage from adjacent freight pressure. Carriers may impose strict packaging requirements for mirrors and large furniture, and claims handling for large, bulky goods can be contentious.
Class 300 applies to freight with a density between 2 and 3 pounds per cubic foot. Above 3 lbs/cu ft qualifies for Class 250; below 2 lbs/cu ft moves to Class 400.
Cabinet classification varies based on assembly state and packaging. Fully assembled cabinets with doors and drawers — especially when multiple units are stacked on a pallet with air gaps — can calculate in the 2–3 lbs/cu ft range. Flat-pack unassembled cabinets pack more densely and typically fall in Class 110 or lower. The final density calculation determines the class.
Frequently, yes. Partial truckload pricing charges for trailer space consumed rather than a per-hundredweight class rate. For shippers whose freight is primarily volume (cube) rather than weight, PTL eliminates the punishing economics of high freight class LTL rates. PTL works best for shipments that fill 6 or more linear feet of trailer.
Floor-length mirrors require rigid wooden crating or a purpose-built mirror carton with foam corner protection and suspension packing. The shipment must remain upright throughout transit. Many LTL carriers require a written special handling request for large mirrors, and some decline them without specialized equipment. Custom crating services are available for high-value mirror shipments.