Freight is one of the biggest variables in any pallet rack project, and it’s a line item that tends to catch dealers off guard. Two quotes for the same rack system can come back with very different freight costs, and the difference usually comes down to a handful of factors that most buyers never think to ask about.

At WPRP, we’ve been shipping pallet rack directly from our Minnesota and Pennsylvania warehouses and through an extensive network of drop-ship locations across the country for over 25 years. Our shipping team handles freight every single day, and they’ve picked up a lot of hard-earned knowledge about what drives cost up and what brings it down. 

Here’s what we tell dealers who want to keep pallet rack shipping costs under control.

Freight class is one of the least understood parts of shipping pallet rack that seriously affects your total cost. Different rack components ship under different classes based on density, stowability, handling, and liability, and that classification drives the rate you pay.

The shipping class for wire decking, for example, is determined by product density. A skid with both wire decking and pallet rack is based on density, while a pallet-rack-only skid is based on material length. Some of the most common shipping classes for pallet rack components by length are:

• Over 8 feet to 16 feet: Class 125
• Over 16 feet to 24 feet: Class 200
• Over 24 feet: Class 300

Knowing this ahead of time helps you (or your carrier) classify a shipment correctly from the start, which avoids reclassification fees and unexpected charges later on.

Most carriers base linear footage pricing on the first 12 feet of trailer space. If your shipment fits within that window, you’re already in better shape on cost. Know the dimensions of what you’re shipping and look for ways to cube out the load within the height of the trailer rather than spreading it across more linear feet than necessary. A well-planned shipment can save you money before the truck even leaves the dock.

Freight savings and damage prevention go hand in hand. A damaged shipment doesn’t just cost money to replace, it also delays project timelines and installation.

A few things to keep in mind:

• Frames and beams shift during transit, so steel banding is worth the extra step to keep components secure.
• Use quality pallets. Weak or damaged pallets are more likely to fail mid-transit, which increases the risk of damage claims.
• If you’re shipping flatbed, skip the pallets. Under strap tension, they can crush and compromise the load.

Before a shipment goes out, it’s important to confirm a few details about where it’s headed. Does the delivery site have a loading dock? If not, a liftgate will likely be required (only used for skids less than 96” long), and that adds to the shipment cost. Getting this information up front, rather than after the truck is already scheduled, helps avoid surprise fees.

The cheapest quoted rate isn’t always the best value. A carrier with super low prices can end up costing more in the long run if they can’t secure a truck when it’s time to deliver, leading to delays that set back the entire project. Reliability matters just as much as rate, especially when a delivery is tied to a tight installation schedule.

One of the biggest freight-saving advantages a dealer can tap into isn’t something you control directly. It’s who you buy from. A stocking distributor with multiple warehouse locations can route a shipment from the closest point of origin, which reduces transit time and freight cost.

That’s a big part of why WPRP maintains warehouses in Maple Grove, Minnesota, and East Stroudsburg, Pennsylvania, along with a network of shipping points across the country. Depending on where a project is headed, we can often ship from the location that gets your customer the best combination of speed and cost, instead of shipping everything from a single point.