Mattresses Freight Class Calculator

Mattresses are among the most challenging LTL commodities because of the combination of large footprint, extremely low density, and sensitivity to moisture and compression damage. The US mattress market ships over 35 million units annually, moving from manufacturing plants in Georgia, California, and Texas to retail distribution centers and increasingly to consumers via direct-to-door delivery. Bed-in-a-box brands have changed the logistics picture somewhat — compressed roll mattresses achieve significantly higher density — but traditional innerspring and foam mattresses remain the volume commodity.

Class 125–175 is the reality for most mattresses, and this high class reflects how inefficiently they use trailer space. A queen innerspring mattress measures roughly 5 cubic feet but weighs only 70–90 lbs, yielding 5–7 lbs/cuft. At Class 150, LTL carriers recover the space cost through elevated per-hundredweight rates. Shippers who repeatedly underestimate mattress density face significant freight bill corrections.

Mattress bags — thick poly bags that seal around the entire mattress — are non-negotiable for LTL. Without a bag, any moisture from other freight or condensation will wick into the foam or cover fabric, creating a total loss claim. The bags should be sealed with tape, not just tucked. Always ship mattresses flat; folding even a memory foam mattress damages the internal structure and voids most manufacturer warranties.

When loading, mattresses go against the trailer wall standing upright only if they are in rigid cardboard cartons. Loose-bagged mattresses should lay flat with nothing stacked on top. The practical concern at delivery is doorway clearance — residential drops for king and California king sizes often require carriers to navigate narrow hallways and stairwells. Inside delivery adds 15–30 minutes per stop. Rate-wise, mattress freight pays above average for LTL due to the high class, but truckload mattress runs are tight-margin commodity work.