NMFC Class 150 — Building Materials
Insulation products are extremely low density, typically shipping at freight class 150–200 due to their large volume relative to weight.
Typical class: 150 · Density: 4–7 lbs/cu ft
Shipment Dimensions (inches)
| Class | Density (lbs/cu ft) | Description |
|---|---|---|
| 50 | 50+ | Heaviest, most dense freight |
| 55 | 35–50 | Very dense freight |
| 60 | 30–35 | Dense freight |
| 65 | 22.5–30 | Moderately dense |
| 70 | 15–22.5 | Average density |
| 77.5 | 13.5–15 | Slightly below average |
| 85 | 12–13.5 | Below average density |
| 92.5 | 10.5–12 | Light freight |
| 100 | 9–10.5 | Light freight |
| 110 | 8–9 | Light, bulky freight |
| 125 | 7–8 | Bulky freight |
| 150 | 6–7 | Very bulky freight |
| 175 | 5–6 | Very light, bulky |
| 200 | 4–5 | Extremely light |
| 250 | 3–4 | Extremely light, high value |
| 300 | 2–3 | Low density, high handling |
| 400 | 1–2 | Very low density |
| 500 | 0–1 | Lowest density, highest cost |
Get weekly rate alerts & trucking industry insights.
NMFC Class 150 — packaging, handling, and freight class details
Insulation is a high-cube, low-density commodity that challenges LTL carriers in terms of space efficiency. Owens Corning, Johns Manville, and CertainTeed produce fiberglass batts, rigid foam board, and spray foam components that move through insulation distributors and big-box retail to contractors and homeowners. Building code changes that tighten energy efficiency requirements consistently drive insulation demand upward, creating long-term freight volume growth even as individual loads remain inefficient.
The freight class reality for insulation is expensive — Class 150–200 reflects how much trailer space insulation occupies relative to its weight. A pallet of R-19 fiberglass batt insulation weighing 400 lbs can occupy 80–100 cubic feet — that is 4–5 lbs/cuft, Class 175 or higher. Rigid foam board (EPS, XPS, polyiso) is similar in density. The only way to improve insulation density is to ship compressed rolls rather than uncompressed batts, and many manufacturers now offer compression packaging specifically to reduce freight class.
The handling concern with insulation is physical integrity. Fiberglass batts that get compressed, crushed, or bent lose their loft and thermal performance — once compressed below the labeled R-value thickness, the product does not fully recover. Rigid foam board cracks and breaks under impact. Insulation pallets should never have anything stacked on top and must be positioned in the trailer where other freight cannot press against them during transit.
Dry van is standard for insulation freight. Keep it away from any chemicals that could off-gas and contaminate the product — insulation is installed inside wall cavities where chemical contamination creates indoor air quality issues. For LTL loads, insulation often rides in the nose of the trailer where it will not be disturbed by dock workers unloading freight at intermediate stops. Rate context: the high freight class means elevated per-hundredweight LTL rates, so despite the poor weight utilization, insulation pays reasonably well. Truckload insulation, however, is notoriously low-paying because the payload weight is so light.
Get weekly rate alerts & trucking industry insights.