Flatbed Shipping: Types, Costs & When You Need an Open Deck

Some freight simply won't fit inside a box trailer. Steel beams that stretch 60 feet long. Excavators that weigh 80,000 pounds with a boom that towers over any enclosed roof. Pre-fabricated wall panels that can only be loaded from the side by crane.

If your freight won't fit through a trailer door, you need a flatbed. Period.

But choosing the right trailer is only the first decision. Flatbed shipping is a planning and accountability challenge. The equipment matters, but so do the dimensions you provide, the permits you secure, the securement your carrier applies, and the communication that happens when something goes wrong on an open deck at highway speed. Getting any of those wrong creates cost, risk, and delay that enclosed freight rarely faces.

Flatbed shipping handles the cargo that dry vans and reefers physically cannot. And if you've never shipped on an open deck before, the process, pricing, and regulations look completely different from enclosed freight.

This guide covers flatbed trucking from the ground up: trailer types, costs per mile, securement requirements, oversize permits, and the practical decisions shippers face when booking flatbed freight.

What is Flatbed Shipping?

Flatbed shipping is the transportation of goods on an open-deck trailer with no walls, roof, or doors. The freight sits on a flat platform and is secured with chains, straps, and other tie-down equipment.

The defining characteristic is accessibility. Cargo can be loaded from the top, from either side, or from the rear. When a forklift can't slide pallets through a trailer door, or when the cargo is too tall, too wide, or too oddly shaped for an enclosed space, open deck shipping is the only option.

The tradeoff is exposure. Your freight rides in the open, subject to weather, road debris, and the elements. That means proper tarping, securement, and load planning become critical. You're trading the protection of four walls for the flexibility of none.

Types of Flatbed Trailers

Not all flatbed trailers are the same. The trailer you need depends on the height, weight, and dimensions of your cargo. Choosing the wrong equipment is one of the most expensive mistakes in flatbed shipping.

Flatbed Trailer Dimensions and Specifications

Standard Flatbed

The standard flatbed is the default. A flat steel or aluminum deck, 48 to 53 feet long, sitting about 60 inches off the ground. If your freight is under 8.5 feet tall and under 48,000 pounds, a standard flatbed handles it.

A steel distributor shipping bundles of I-beams across three states uses standard flatbeds every single day. The beams load from the top via overhead crane, strap down flat on the deck, and ride to the jobsite. Simple, efficient, and available from nearly every flatbed carrier in the country.

Step Deck (Drop Deck)

A step deck trailer has two deck levels. The front section sits at standard height near the tractor. The rear section drops down about 24 inches, giving you roughly 10 feet of vertical clearance from the lower deck.

When your cargo clears the standard flatbed height limit by just a few inches, a step deck keeps you legal without requiring oversize permits. That saves thousands in permit fees on a single shipment.

Double Drop (Lowboy)

The double drop, commonly called a lowboy, has a well section that drops between the front and rear axles. The well sits just 18 to 24 inches off the ground, providing maximum vertical clearance for the tallest equipment.

A contractor moving a CAT 336 excavator from a rental yard to a demolition site uses a lowboy. The excavator tracks drive onto the well, the boom folds down, and the load clears highway overpasses with room to spare.

Conestoga

Conestoga trailers are the best-kept secret in flatbed shipping. They look like a standard flatbed, but they have a rolling tarp system that slides on tracks to cover or uncover the entire load. Think of it as a retractable roof and walls on a flatbed frame.

You get flatbed-style loading access with enclosed protection. For freight that needs weather shielding but can only be loaded by crane or from the side, a Conestoga eliminates the tarping hassle entirely.

The downside: Conestogas are less common and carry a 10% to 20% premium above standard flatbed pricing.

RGN (Removable Gooseneck)

An RGN trailer has a front gooseneck section that detaches and drops to the ground, creating a ramp. Heavy equipment drives directly onto the trailer under its own power.

Bulldozers, motor graders, and large track loaders roll up the ramp, the gooseneck reattaches, and the load is ready for transit. Multi-axle RGN configurations can carry 80,000+ pounds with the right permits.

When You Need Flatbed vs Dry Van

The decision between flatbed shipping and dry van shipping comes down to four factors.

Size

If your freight exceeds 8.5 feet tall, 8.5 feet wide, or 53 feet long, it will not fit in an enclosed trailer. Flatbed is mandatory.

Loading Method

Freight that requires top loading (crane, forklift from above) or side loading cannot use a dry van. Standard dry vans only allow rear loading through the swing doors. If your warehouse loads steel coils from overhead or your jobsite crane picks trusses off a truck from the top, you need an open deck.

Weight

Dry van trailers max out around 44,000 to 45,000 pounds. Standard flatbeds handle 48,000 pounds, and specialized configurations go higher. For dense cargo like steel plate or machinery, that extra capacity can mean one fewer truck on a multi-load shipment.

Cargo Type

Some freight cannot ride inside an enclosed space regardless of dimensions. Irregularly shaped items with protruding components, loads that need chain bracing against the deck, and equipment that must drive on and off the trailer all require open deck shipping.

Rule of thumb: If you're asking whether it fits in a dry van, it probably doesn't. Get a flatbed quote alongside your FTL quote and compare. For a deeper comparison of truckload options, check our LTL vs FTL shipping guide.

What Ships on Flatbeds?

Flatbed freight covers an enormous range of industries and cargo types. Here are the most common categories.

Steel and metals. Structural steel beams, steel coils, plate steel, pipe, rebar, aluminum extrusions. Steel is the single largest commodity category in flatbed trucking.

Lumber and building materials. Dimensional lumber, plywood, engineered wood products, roofing materials, siding, brick, and concrete block.

Heavy machinery and equipment. Excavators, bulldozers, skid steers, generators, industrial compressors, CNC machines, transformers, and manufacturing equipment. Anything with a motor that weighs more than a few thousand pounds likely ships on a flatbed or lowboy. For detailed guidance on moving this type of freight, see our heavy equipment shipping guide.

Construction materials. Pre-cast concrete panels, structural steel assemblies, bridge girders, large-diameter pipe, and pre-fabricated building components.

Vehicles and oversized manufactured goods. Military vehicles, large agricultural equipment, wind turbine blades, HVAC rooftop units, modular building sections, and industrial vessels. Anything oversized or non-standard that a car carrier or dry van cannot accommodate rides on a flatbed.

Flatbed Shipping Costs

Flatbed freight rates run higher than dry van rates. You're paying for specialized equipment, driver skill, and limited carrier availability.

Average Flatbed Rates

• Standard flatbed: $2.50 to $3.50 per mile (national average)
• Step deck: $2.75 to $3.75 per mile
• Lowboy/Double drop: $4.00 to $7.00+ per mile
• RGN: $5.00 to $8.00+ per mile
• Conestoga: $3.00 to $4.00 per mile

Spot rates can spike 30% to 50% above contract rates during peak construction season (spring and summer).

What Drives Flatbed Pricing

Equipment type. Specialized trailers cost more. A lowboy move costs double or triple a standard flatbed on the same lane because the equipment is scarce.

Seasonality. Flatbed freight follows construction cycles. Rates climb from March through October and soften in winter. Time non-urgent shipments for November through February and save 15% to 25%.

Lane and geography. High-demand lanes (Texas to the Northeast, Midwest steel corridors) command premium rates. Rural delivery locations add cost because the driver may deadhead significant miles to find the next load.

Permits for oversize loads. Cargo exceeding legal dimensions needs oversize/overweight permits. Costs range from $50 per state for a simple overwidth to $1,000+ per state for superloads. Escort vehicles add $1.50 to $3.00 per mile on top of the freight rate.

Tarping. Carriers charge $50 to $150 per tarp, per stop. Tarping is hard physical work, and a full lumber tarp typically runs $75 to $150.

Accessorial charges. Detention time, layover fees, and extra stops all add cost. Flatbed drivers spend more time on securement than dry van drivers, so budget extra load time.

Need a flatbed freight quote? Talk to Pinnacle about your lanes, equipment needs, and timeline.

How Pinnacle Selects Flatbed Carriers

Not all flatbed carriers are equal, and selecting the wrong one creates problems that go beyond price. Pinnacle qualifies flatbed carriers based on criteria specific to open-deck freight.

Carrier Qualification Criteria

• Equipment match: Does the carrier own or lease the specific trailer type needed? A carrier that subs out lowboy moves to a third party adds a layer of risk and communication delay.
• Lane expertise: Has the carrier run this lane before? Flatbed lanes have geographic nuances: mountain passes with grade restrictions, state-specific permit requirements, seasonal road closures, and weight-restricted bridges.
• Permit capability: For oversize/overweight loads, does the carrier handle permits in-house or use a reliable permit service? Permit errors cause delays that can cost thousands per day in project schedule impact.
• Securement expertise: Can the carrier demonstrate proper securement for the commodity? Steel coils, machinery, and lumber each require different securement methods, and driver experience matters.
• Loading equipment awareness: Does the carrier confirm what loading and unloading equipment is available at pickup and delivery before dispatch? A driver who arrives expecting a crane and finds a forklift is a delayed load.
• Communication standards: Will the carrier provide proactive updates on load status, especially for high-value or time-sensitive open-deck freight?

Pinnacle does not simply find the cheapest available flatbed truck. The selection process accounts for equipment, lane knowledge, permit capability, and the carrier's track record on similar loads. This is part of Pinnacle's truckload standards: proactive tracking, early delay communication, rate accountability, and ownership of the outcome.

Communication Standards for High-Risk Freight

Open-deck freight carries inherent risks that enclosed freight does not. Weather exposure, securement integrity, permit compliance, and load shift potential all create scenarios where proactive communication is the difference between a successful delivery and an expensive problem.

What Proactive Communication Looks Like for Flatbed

• Pre-dispatch confirmation: Driver has reviewed load dimensions, securement plan, permit requirements, and loading/unloading equipment availability at both ends.
• At pickup: Photos of the loaded and secured freight before the truck moves. This documents condition at origin and serves as the baseline for any delivery-condition disputes.
• In transit for oversize loads: Status updates at state line crossings where permits change, at planned fuel/rest stops, and when any weather or route issue affects the timeline.
• At any delay trigger: Mechanical issue, weather, escort vehicle problem, permit discrepancy at a weigh station. Communication goes to the shipper before the delay becomes a missed delivery.
• At delivery: Photos of freight condition at delivery, proof of delivery documentation, and immediate notification to the shipper.

Example: Load Delayed by Incomplete Information

A manufacturing company needed to ship a 12-foot-wide transformer from Ohio to a substation site in Virginia. The shipper provided weight and commodity but not the exact height with the shipping skid. The carrier dispatched a standard flatbed. At pickup, the load measured 10 feet 2 inches from deck, requiring a step deck trailer instead.

The repower took 8 hours. The step deck was not available locally and had to deadhead from 120 miles away. The permit needed to be reissued for the different trailer configuration. Total delay: two days. Total additional cost: $3,400.

The root cause was incomplete dimensions at booking. This is exactly the kind of failure that a thorough planning checklist prevents.

Flatbed Shipping Planning Checklist

Before requesting a flatbed quote, gather the following information. Missing any of these details creates the risk of wrong equipment, permit delays, or failed pickups.

• Exact dimensions: Length, width, and height of the freight as it will sit on the trailer (including skid, crate, or pallet). Measure twice.
• Exact weight: Gross weight including packaging and any shipping fixtures.
• Commodity description: What is the freight? Carriers need this for securement planning and cargo insurance purposes.
• Securement requirements: Does the freight require chains, straps, or specialty securement? Are there lift points, tie-down points, or handling restrictions?
• Permit needs: Does the load exceed 8.5 feet wide, 13.5 feet tall, or 80,000 lbs gross? If yes, permits are required in every state on the route.
• Loading equipment at pickup: What is available? Overhead crane, forklift (specify capacity), loading dock, or the freight is self-propelled?
• Unloading equipment at delivery: Same question for the delivery site. A driver who arrives at a construction site expecting a crane and finding nothing is a failed delivery.
• Delivery constraints: Site access restrictions, delivery window, contact person, and any safety requirements (hard hat, escort, check-in procedures).
• Tarping requirements: Does the freight need weather protection? Specify tarp type (lumber, steel, smoke) on the bill of lading.
• Special permits or escorts: Route restrictions, bridge weight limits, or state-specific requirements that affect transit.

Providing complete information upfront is the single most effective way to prevent the delays, repowers, and cost overruns that plague flatbed shipping.

Condition Documentation for Open-Deck Freight

Because flatbed freight rides exposed, documenting condition before pickup is critical. This is not optional for high-value equipment or finished goods.

Why Pre-Pickup Documentation Matters

Open-deck freight is subject to road debris, weather, vibration, and load shift in ways that enclosed freight is not. When a piece of equipment arrives at the delivery site with a scratch, dent, or cosmetic issue, the question of when the damage occurred becomes a costly dispute if no one documented the pre-shipment condition.

What to Document

• Photographs from multiple angles before the freight is loaded onto the trailer. Include close-ups of any pre-existing damage, cosmetic imperfections, or areas prone to transit damage.
• Written condition notes on the bill of lading. Note any pre-existing scratches, dents, rust, or cosmetic issues. Both the shipper and driver should sign off on the condition.
• Photographs after securement showing the loaded freight with all chains, straps, and tarps in place. This documents the securement standard at departure.
• Photographs at delivery before unloading. Compare to the pre-pickup photos to identify any transit damage.

For high-value open-deck freight, consider supplemental cargo insurance for open-deck freight beyond the carrier's standard liability. Standard coverage of $100,000 per occurrence may not cover a $500,000 transformer or a $300,000 piece of CNC equipment.

How to Secure Flatbed Freight

Securing cargo on an open deck is the most critical part of flatbed shipping. Every flatbed load must meet DOT securement requirements under 49 CFR Part 393.

Securement Methods

Chains. Grade 70 transport chains are the standard for heavy, dense cargo like steel coils and machinery. Chains provide the highest working load limit (WLL) per tie-down and resist abrasion from sharp metal edges.

Straps. 4-inch ratchet straps (5,400 lb WLL per strap) secure lighter cargo, palletized goods, and lumber. Faster to apply than chains and less likely to damage finished surfaces.

Binders. Chain binders (ratchet or lever type) tension the chains against the cargo. Every chain requires a binder. Lever binders are faster; ratchet binders are safer because they won't release under vibration.

Edge protectors. Rubber or plastic corner protectors prevent straps and chains from cutting into cargo edges and protect the cargo surface from abrasion. Required whenever straps cross a sharp edge.

Dunnage. Lumber, rubber mats, or foam placed between the deck and the cargo prevents shifting, distributes weight, and protects surfaces. Proper dunnage is the difference between cargo arriving in sellable condition and cargo arriving with scratches and dents.

The Cost and Risk of Securement Errors

Securement mistakes on flatbed freight do not just create compliance violations. They create real cost and real danger.

• A loose chain on a steel coil can allow the coil to shift during braking, damaging the trailer deck, the coil, and potentially causing a catastrophic road incident.
• Insufficient tie-downs on lumber lead to load shift that triggers a DOT inspection, a driver out-of-service order, and a multi-hour delay while the load is resecured.
• Wrong securement method for the commodity (straps on steel instead of chains) can result in strap failure from sharp edges, creating both a safety hazard and cargo damage.

Experienced flatbed carriers understand that securement is not a checkbox. It is a continuous responsibility throughout transit. Drivers check and re-tension at every stop, and they carry backup equipment for the unexpected.

DOT Securement Requirements

The FMCSA requires that tie-downs provide aggregate working load limit equal to at least 50% of the cargo weight. Minimum tie-down count by cargo length:

• 5 feet or shorter: 1 tie-down
• 5 to 10 feet: 2 tie-downs
• Longer than 10 feet: 2 tie-downs plus 1 additional for every 10 feet beyond the first 10 feet

A 48-foot load of steel beams requires at least 6 tie-downs. In practice, experienced flatbed drivers use more than the minimum because the legal requirement is the floor, not the target.

Tarping

Tarps protect freight from rain, snow, UV exposure, and road debris. Three types of tarps are standard in flatbed shipping:

• Lumber tarps: 8 feet tall with a 4-foot drop on each side. Used for stacked lumber, building materials, and palletized freight.
• Steel tarps: 6 feet tall, designed for low-profile loads like steel coils and plate.
• Smoke tarps: Small tarps (typically 8x10 or 8x12 feet) that cover the front of the load to protect against exhaust soot from the tractor stack.

Not every flatbed load requires tarping. Raw steel and heavy equipment that won't be damaged by weather typically ship uncovered. If the shipper requests tarps, the bill of lading should specify the tarp type.

Permits and Regulations for Oversize Loads

When your flatbed load exceeds legal limits, you enter the world of oversize/overweight (OS/OW) permits. This adds complexity, cost, and lead time to every shipment.

Legal Limits (Without Permits)

• Width: 8.5 feet
• Height: 13.5 feet (from road surface)
• Length: 53 feet (trailer) or per state regulations for overall vehicle length
• Gross weight: 80,000 lbs (truck + trailer + cargo combined)

Anything beyond these limits requires permits in every state the load travels through. Every state has different rules, fees, and escort requirements.

When You Need Permits

A piece of equipment that's 9 feet wide needs an overwidth permit in every state on the route. A transformer at 14 feet tall needs an overheight permit and a route survey. A 120,000 lb generator needs overweight permits, bridge analysis, and possibly road reinforcement agreements.

The permit process adds 3 to 10 business days of lead time depending on the states involved. Superloads (typically over 16 feet wide, over 16 feet tall, or over 200,000 lbs) can require 30+ days of permit processing.

Permit Errors Create Cost and Risk

Permit mistakes are among the most expensive errors in flatbed shipping. Common failures include:

• Incorrect dimensions on the permit application lead to a permit that does not match the actual load. A weigh station inspector who finds a 9-foot-wide load on an 8.5-foot permit can place the driver out of service until a corrected permit is obtained. That correction takes hours to days.
• Missing state permits on multi-state routes stop the truck at the state line. The driver cannot legally proceed until the missing permit is in hand.
• Expired permits on loads that ship later than planned. Permits have specific travel dates. A two-day project delay at the origin means the permit dates no longer align, and new permits must be issued.

Each of these errors adds $500 to $5,000 in direct cost and one to five days of delay. On construction projects with scheduled crane lifts and crew mobilizations waiting on the freight, a permit delay cascades into far larger project costs.

Escort Vehicles

Most states require escort vehicles (pilot cars) for loads exceeding specific dimensions:

• Over 10 feet wide: One escort vehicle (front or rear, varies by state)
• Over 12 feet wide: Two escort vehicles (front and rear)
• Over 14 feet wide or 15 feet tall: Two escorts plus possible law enforcement escort

Escort vehicles add $1.50 to $3.00 per mile per vehicle. On a 1,000-mile move with two escorts, that's $3,000 to $6,000 in escort costs alone.

Route Planning

Oversize loads cannot take just any route. Low bridges, narrow roads, construction zones, and weight-restricted bridges all force detours. Professional route planning services use bridge clearance databases and state DOT restrictions to map a legal path. For high-value loads, consider adding cargo insurance beyond the carrier's standard liability.

Flatbed Shipping Best Practices

Provide Accurate Dimensions

Measure your freight before requesting quotes. Height, width, length, and weight determine the trailer type, permit requirements, and cost. Getting the dimensions wrong means the wrong equipment shows up, and you're paying for a repower (swapping trucks/trailers at the pickup) or delaying the shipment.

Measure the cargo as it sits on the trailer, not just the item itself. A machine on a skid is taller than the machine alone.

Plan for Load Time

Flatbed loading takes longer than dry van loading. Budget 1.5 to 3 hours for a typical flatbed pickup. Complex loads with crane-loading can take half a day.

Communicate the loading method and available equipment at pickup. The driver needs to know before arrival whether you have a forklift, overhead crane, or loading dock.

Watch the Weather

Your freight rides in the open. If rain or snow is in the forecast and your cargo is weather-sensitive, confirm tarp availability before dispatch. Better yet, request a Conestoga if the freight justifies the premium.

Temperature swings matter too. Metal cargo expands and contracts, which can loosen tie-downs during transit. Experienced flatbed drivers check and re-tension their securement at every stop.

Understand Tarp Specifications

If your freight requires tarping, specify the tarp type on the bill of lading. Lumber tarps, steel tarps, and smoke tarps are different sizes for different cargo profiles. Confirm tarping costs upfront so there are no surprises on the invoice.

Choose the Right Carrier

Not all flatbed carriers are equal. A carrier that specializes in steel hauling may not have the right equipment for a lowboy move with oversize permits. Ask about specific equipment inventory and permit capabilities.

For smaller or time-critical shipments that don't need a full 48-foot deck, hotshot trucking can be a faster, more cost-effective option.

Frequently Asked Questions About Flatbed Shipping

What is the difference between flatbed and dry van shipping?

A flatbed is an open platform with no walls or roof where cargo is secured with chains and straps. A dry van is an enclosed box trailer that loads through rear doors. Flatbeds handle oversized, heavy, and irregularly shaped freight that won't fit inside a dry van. For enclosed options, see our full truckload shipping guide.

How much does flatbed shipping cost per mile?

Standard flatbed rates average $2.50 to $3.50 per mile nationally. Step decks run $2.75 to $3.75, and specialized equipment like lowboys and RGNs range from $4.00 to $8.00+ per mile. Rates depend on lane, season, and whether oversize permits are required.

What is the maximum weight for a flatbed load?

A standard flatbed can legally carry up to 48,000 pounds within the 80,000 lb gross vehicle weight limit. Overweight permits allow heavier loads on multi-axle trailers, with some configurations handling 100,000+ pounds.

Do flatbed loads need to be tarped?

Not always. Weather-sensitive freight like lumber and finished goods typically requires tarping. Raw steel, concrete products, and heavy equipment usually ship uncovered. The shipper should specify tarping requirements on the bill of lading.

What is a step deck trailer used for?

A step deck has a lower rear deck providing about 10 feet of vertical clearance instead of 8.5 feet. It handles tall cargo that would exceed legal height limits on a standard flatbed, avoiding overheight permits.

How far in advance should I book flatbed shipping?

Book standard flatbed loads 3 to 5 business days in advance. During peak season (spring through fall), book 5 to 10 days out. Oversize loads requiring permits need 1 to 4 weeks of lead time.

What is an RGN trailer?

An RGN (Removable Gooseneck) trailer has a detachable front section that lowers to the ground, creating a ramp for self-propelled equipment to drive on and off. Used for bulldozers, excavators, and motor graders that cannot be crane-loaded.

Do I need special insurance for flatbed freight?

Flatbed carriers carry standard cargo liability, typically $100,000 per occurrence. For high-value equipment or project cargo, consider supplemental cargo insurance where cargo value exceeds the carrier's liability limit.

Get a Flatbed Quote or Specialized Freight Consultation

Flatbed freight requires more planning, more communication, and more accountability than standard enclosed shipping. The equipment, permits, securement, and carrier selection all need to be right before the truck leaves the yard.

If you are shipping steel, heavy equipment, construction materials, or any oversized freight, get a flatbed freight quote from Pinnacle. We will match the right equipment and carrier to your load, handle permits, and provide the proactive communication standards that open-deck freight demands.

For complex or recurring flatbed needs, request a specialized freight review to discuss lane optimization, carrier qualification, and cost management for your specific freight profile.