Fuel Surcharge Rates 2026

As of February 2026, fuel surcharge rates typically range from $0.38 to $0.50 per mile based on DOE diesel prices of $3.50-$4.20/gallon. The exact rate depends on the broker's FSC table and calculation method. Check the current DOE diesel price at eia.gov/petroleum/gasdiesel/ to find where you fall on the table.

Most FSC tables update weekly, following the U.S. Energy Information Administration (EIA) diesel price report released every Monday. Some brokers use the prior week's average, while others use real-time pricing. Contract lanes typically lock FSC schedules quarterly but still adjust weekly within the schedule.

Brokers use different base prices, MPG assumptions, and calculation methods. A broker using 5.5 MPG and a $1.00 base will show higher FSC than one using 6.5 MPG and a $1.25 base. Regional variation also matters — a load originating in California may warrant higher FSC than one starting in Texas due to diesel price differences.

Standard FSC tables don't account for equipment type, but they should. Reefer units burn 0.5-1.5 additional gallons per hour running the refrigeration unit. This means reefer carriers are chronically undercompensated by standard FSC. Negotiate a reefer fuel premium of $0.08-0.15/mile on top of standard FSC.

Yes, diesel prices typically rise in winter due to increased heating oil demand (diesel and heating oil are similar products). Winter 2025-2026 saw diesel prices climb $0.15-0.25/gallon above summer levels in northern states. This automatically increases FSC if your table updates weekly.

Industry standard is loaded miles only — the empty deadhead between loads is the carrier's cost to absorb. But this is one of the most common areas where carriers leave money on the table. On long deadheads (200+ miles between loads), some brokers will negotiate FSC on total miles for the right relationship, especially if you're running consistent capacity for them. The IRS treats fuel as a deductible business expense regardless of whether the miles were loaded or empty, so there's no tax-side reason to limit FSC to loaded miles. When negotiating with a new broker, ask the question directly: 'Is FSC paid on loaded or total?' If they only pay on loaded, factor your average deadhead percentage into your real per-mile rate when deciding whether the lane is profitable. A run that pays $2.85/loaded-mile with 25% deadhead is actually paying about $2.28 per total-mile-driven.

First, calculate what their table actually pays at the current DOE price and compare to a standard 6 MPG / $1.25 base table — show them the gap in writing. Most brokers will negotiate within their table by adjusting either the base price or the MPG assumption rather than rewriting the whole document. If the broker won't budge on FSC, ask for a higher linehaul rate that covers the FSC shortfall — same total revenue, different label, easier to approve internally on their side. For repeat lanes, propose an all-in rate that locks linehaul + FSC into a single per-mile number tied to a quarterly fuel-price review. The brokers most willing to negotiate FSC are mid-size 3PLs with 50-500 carriers under contract; mega-brokers like CH Robinson and TQL almost never adjust their tables individually but will sometimes adjust linehaul. Smallest brokers (under 25 contracted carriers) usually have the most flexibility but the least transparent process.