All calculators

All free, no sign-up, and running entirely inside your browser: nothing you type leaves your computer.

What fits, and how it goes in

What fitsPallets per containerGMA or Euro pallets into a 20ft, 40ft, high cube or European trailer, with double stacking and payload.Open the calculator →What fitsMixed loadSeveral different items in one container or trailer, with a stowage plan and a door-height check.Open the calculator →What fitsPallet loadingCartons, tubes and drums per pallet, with the pattern drawn and all four pallet sizes compared.Open the calculator →

What you will be charged

What you get billedDimensional weightBillable weight for parcels, road groupage, air and sea — including the loading metre for non-stackable freight.Open the calculator →What you get billedFreight classDensity to NMFC class on the 13-sub scale in force since July 2025, and how far you are from the next break.Open the calculator →

And whether it is legal

Keep it legalBill of ladingA US straight bill of lading or an international CMR note. It tells you which required particular is missing and which rule asks for it.Open the calculator →Keep it legalTop-over lashingsTop-over straps needed under EN 12195-1, from the STF on the label and what the load is standing on. Shows what an anti-slip mat would save you.Open the calculator →Keep it legalAxle weightsDrag the load along the trailer and see each axle live. European limits and the US federal bridge formula, on every group of axles.Open the calculator →

How they are grouped

What you will be billed for. A carrier does not charge for what your shipment weighs but for what it weighs or what it takes up, whichever costs more. Every mode uses a different ratio to turn volume into kilos, and they do not agree with one another: the 5,000 divisor in parcel, 250 or 333 kg/m³ in groupage, IATA's 167 in air freight, 1,000 in LCL sea freight. This is also where the loading metre lives — the figure that turns up on the invoice when goods cannot be stacked and block the floor of the trailer.

What fits, and how it goes in. How many cartons on a pallet, how many pallets in a container, and what happens when the items are not all the same. Round items are worked out with hexagonal nesting, which is how they are actually loaded rather than what you get from dividing widths.

And that it is legal. A lorry can be inside its gross weight and over on an axle, and the fine is the same. This is axle load distribution, US NMFC freight classification, and lashing to EN 12195-1.

What they all have in common

They show the arithmetic. Under every result is the working with its actual numbers, so you can check it against the invoice or against what your forwarder is telling you. A figure with no sum behind it is no use in an argument.
They send nothing. Every calculation happens inside your browser. The dimensions, weights and quantities you type never leave your computer, are not logged and are not stored. Disconnect from the network and they still work.
They print. Each tool has a sheet laid out for paper or PDF, with the inputs, the result and the drawing, to go with a consignment.
They share by link. The data travels in the address, so you can send a whole calculation to a colleague without them retyping it.
No sign-up, no charge. There is no account, no paid tier and no usage limit.

What they are not

They are not a weighbridge and they are not a ruling. Default tare weights, dimensions and ratios are the ones common in the trade, not those of your vehicle or your tariff: each page says where every number comes from and where it stops being reliable, and on a shipment that matters they should be checked with the carrier. Their job is to tell you what to ask and to catch an invoice or a load plan that does not add up — which is exactly where the money goes.