LCL is priced per cubic metre with a minimum charge. FCL is priced per container, full or not. Between roughly 10 and 16 CBM the two quotes converge, and which one wins depends on charges that are not in the headline rate.
The size bands that matter
| Cargo size | Usually cheaper | Why |
|---|---|---|
| Under 8 CBM | LCL | You pay for the space used; no container minimum |
| 8–15 CBM | Compare both | Destination CFS fees and weight limits decide it |
| Over 15 CBM | FCL | The container is already paid for; LCL adds handling on both ends |
| Heavy, dense cargo | FCL | LCL is revenue-ton based, so dense cargo pays again for weight |
Charges people forget in an LCL quote
- CFS handling at origin and destination, often billed separately from the ocean freight
- Documentation and bill of lading fees, which apply per shipment rather than per CBM
- Destination warehouse storage if the consignee is slow to collect
- Inspection or re-palletising when the cargo is not CFS-friendly
Time and handling risk
LCL cargo is handled more often: at the origin CFS, during consolidation, at the destination CFS, then again for delivery. Each handling step is a chance for a damaged carton or a miscounted piece. A sealed container is counted once.
Transit also stretches. A consolidated sailing may leave later than the direct service, and deconsolidation at destination adds days before the cargo is available for pickup.
A decision rule that holds up
- Under 8 CBM: LCL, unless the cargo is heavy or fragile
- 8 to 15 CBM: price both, including destination charges, before choosing
- Over 15 CBM: FCL, even if the container is not full
- Tight delivery window: FCL or air, because consolidation removes your control of the departure
Send pieces, gross weight and CBM and we will price the shipment both ways, with destination charges listed separately. A comparison that hides the destination side is not a comparison.