Flatbed Truck Loads

A flatbed truck is a commercial vehicle featuring an open, flat platform with no sides, walls, or roof. This open design allows cargo to be loaded from the top, sides, or rear using cranes, forklifts, or other equipment, making flatbeds the preferred choice for oversized, irregularly shaped, or extremely heavy freight that cannot physically fit inside an enclosed trailer.

The key distinction from enclosed trailers lies in accessibility and cargo accommodation. Enclosed dry van trailers protect goods from weather and provide security, but can only be loaded from the rear and are limited to interior dimensions of approximately 53' long × 8.5' wide × 9.5' tall. Flatbeds, by contrast, can carry cargo that extends beyond standard width and height restrictions with special permits, and can be loaded with a crane from any angle.

Flatbed trucks are the backbone of the construction, manufacturing, steel, and energy industries. When you need to move a bulldozer, a load of steel I-beams, wind turbine blades, or prefabricated building sections, a flatbed is often the only viable transport option. The open design also means cargo must be properly secured with chains, straps, and binders, and may need to be tarped for weather protection.

Flatbed trucks handle an enormous variety of cargo types, all sharing the common characteristic of being too large, heavy, or awkwardly shaped for enclosed trailers. Construction materials represent the largest category, including steel beams and I-beams, concrete pipes and barriers, lumber bundles, roofing materials, and prefabricated structural components.

Heavy machinery and equipment is another major category: excavators, bulldozers, forklifts, generators, HVAC units, and industrial compressors all routinely move via flatbed. The construction and manufacturing equipment market is particularly strong for flatbed operators due to the sheer size and weight of these items.

Building supplies such as siding, large windows, shingles, and doors are also common flatbed loads, as are metal products including steel coils, aluminum sheets, and fabricated metal parts. The energy sector relies heavily on flatbeds for moving pipeline materials, drilling equipment, transformer boxes, and increasingly, the massive components of wind turbines — with single blade loads often exceeding 150 feet in length.

Vehicles and boats that exceed the dimensions of car carriers or cannot be loaded in enclosed trailers, as well as agricultural equipment like tractors, combines, and large irrigation systems, round out the major categories of flatbed freight.

A standard flatbed trailer can carry approximately 48,000 pounds of cargo, though the exact payload capacity depends on the tractor-trailer combination. The critical constraint is the federal gross vehicle weight limit of 80,000 pounds on interstate highways, which includes the weight of the tractor (approximately 17,000-20,000 lbs), the trailer (approximately 12,000-14,000 lbs), and the cargo. This leaves a practical cargo capacity of roughly 46,000-48,000 pounds.

For loads exceeding 80,000 pounds gross vehicle weight, carriers must obtain special oversize/overweight permits from each state along the planned route. These permits typically require specific routes, travel time restrictions (often daylight-only), escort vehicles for extremely large loads, and fees that vary by state and load size.

Standard flatbed trailers are 48-53 feet long and 8.5 feet wide. Loads can legally extend up to 4 feet beyond the rear of the trailer without a permit in most states. Width is generally limited to 8.5 feet for standard loads, though permits allow up to 12+ feet in many cases. Height is limited to 13 feet 6 inches in most states.

Specialized flatbed variants — step deck, double drop, and RGN (removable gooseneck) trailers — offer different combinations of length, width, and height accommodations for particularly challenging loads.

Yes, flatbed truck drivers consistently earn more per mile than dry van drivers, with the premium typically ranging from 10-30% higher. This compensation difference reflects the additional skills, physical demands, and responsibilities involved in flatbed trucking — primarily the need to properly secure and tarp loads, which requires expertise and physical effort beyond what dry van driving requires.

According to industry data, flatbed drivers average $2.50-$3.00 per mile compared to $2.00-$2.30 per mile for dry van drivers. Annualized, this translates to flatbed drivers earning $150,000-$180,000 compared to $120,000-$140,000 for dry van operators at similar mileage.

Beyond base per-mile rates, flatbed drivers often earn additional accessorial pay: tarping fees ($25-$75 per tarp), securing/chain fees, and detention time compensation. These additional charges can add $5,000-$15,000 annually for active flatbed operators.

The earning premium is highest in specialized flatbed markets — oversize/overweight loads, steel coil transport, and energy sector freight — where the specialized skill sets and equipment requirements command the highest rates. Operators with endorsements for HAZMAT or oversized loads, or those with established relationships with high-paying direct shippers, often earn at the top end of the range.

Flatbed load securement is governed by the Federal Motor Carrier Safety Administration (FMCSA) regulations in 49 CFR Part 393, which specify minimum requirements for tie-downs, working load limits, and securing methods based on cargo type and weight.

The basic rule is that cargo must be immobilized against forward, rearward, lateral, and vertical movement. For general cargo, you need at least one tie-down for cargo under 5 feet long and under 1,100 pounds, two tie-downs for cargo 5-10 feet long, and one additional tie-down for every 10 feet of length beyond 10 feet. All tie-downs must have a combined working load limit equal to at least half the weight of the cargo being secured.

Specific cargo types have additional requirements: metal coils require different securing methods depending on orientation (eyes lengthwise vs. eyes to the side); machinery and vehicles must have wheel chocks or blocking in addition to straps; and lumber and building materials typically require lumber stakes along the sides in addition to standard strapping.

Chains and binders are the standard for heavy steel and machinery loads, while web straps (typically 2-inch or 4-inch Grade 70) are used for lighter loads and items that could be damaged by chains. Edge protectors should be used wherever straps contact sharp edges. Tarps are required for loads containing materials that could become flying debris or that need weather protection.

The top load boards for flatbed freight are DAT, Truckstop.com (formerly Internet Truckstop), and 123Loadboard, each offering different features and price points to suit different operator types.

DAT is the industry leader with the largest database of available loads and the most comprehensive market intelligence tools. DAT's paid subscription ($150-$200 monthly) provides access to rate analysis, lane profitability data, and broker credit ratings, making it particularly valuable for established carriers who want to optimize their rates and identify the most profitable lanes.

Truckstop.com ($120-$180 monthly) is a strong alternative with excellent broker credit scores (from TransCredit), a well-designed mobile app, and reliable load volume. Many carriers use both DAT and Truckstop simultaneously to maximize their load coverage.

123Loadboard ($40-$70 monthly) offers a budget-friendly option for newer owner-operators who need basic load-finding functionality without the premium features of larger platforms. The interface is straightforward, and the mobile app is particularly user-friendly for finding loads while on the road.

When using any load board, always filter specifically for flatbed equipment types and verify broker credentials before hauling their freight. Check MC numbers through FMCSA's SAFER system and review payment histories. Building positive relationships with reliable brokers encountered through load boards is a stepping stone toward better rates and consistent freight over time.

Flatbed trucking demand follows predictable seasonal patterns tied primarily to the construction industry, which accounts for 35-40% of flatbed freight. Spring and summer represent peak season for flatbed operators, as construction projects ramp up with warmer weather and material deliveries intensify. During these months — typically April through September — rates per mile are at their highest, often 15-25% above winter lows.

Agricultural equipment moves in concentrated bursts around planting season (March-May in most of the US) and harvest season (August-October), creating additional demand surges that vary by region. The Sun Belt states and Southeast see more consistent demand year-round due to less weather-related construction disruption, while northern states experience more pronounced seasonal swings.

Winter months, particularly January through March, represent the softest period for flatbed demand in most markets. Construction slows, agricultural equipment has largely been delivered, and manufacturers reduce shipping volume. Experienced flatbed operators in northern markets often shift geographic focus during winter — heading south to Texas, Florida, or the Gulf Coast where construction continues — or use slower periods for maintenance and strategic relationship-building with shippers and brokers.

Despite seasonal softness, flatbed freight never truly stops, as manufacturing, steel distribution, and energy sector needs continue year-round. Operators with diverse shipper relationships across multiple industries are best positioned to maintain strong revenue regardless of seasonal fluctuations.