Many various limitations and recommendation for different types of aircraft, but in a nutshell, I think OP needs to consider the following generic advice:
Payload burns the equivalent of 2.5% to 5% of its weight in fuel per flight hour depending on the aircraft and the flight conditions. 4% of fuel burn / flight hour is a convenient reference. The payload % fuel burn is therefore purely a function of time.
• To carry 1,000 lb (or kg) of fuel for 2.0 hr. flight, it will cost (4% / hr * 2.0 hr) = 8% in carried fuel, or 80 lb (or kg).
• Therefore, the fuel at the arrival airport must less than 8% cheaper than the price of the payload fuel to justify tankering in the fuel.
• Per the above formula, tankering favours shorter legs as opposed to longer ones.
• The facility and other fees must also be taken into consideration in the price analysis.
• The PIC has the ultimate responsibility for deciding to tanker fuel or not based on the specific requirements and conditions of the flight.
• All things being equal, tankered fuel is payload and thus increases the aircraft take-off and landing weights, which in turn impacts performance e.g. the take-off balanced field length and landing distance. External factors such as altitude, temperature, wind, runway gradient, runway condition (dry, wet or contaminated) must also be considered when deciding to carry additional weight.
• If engine thrust needs to be increased due to higher payload weight to safely take-off, there will be a more engine wear and therefore higher engine maintenance costs.
• Finally additional fuel in the tanks can contribute to the extent of non- environmental icing i.e. wing frost at the destination airport depending on the cold soak, as well as ground temperature and dew point.
• Anti- or De-icing may already be required due actual or forecast weather conditions, thus any additional costs incurred with the requirement for this to be completed may already be operationally accounted for thus not a penalty for tankering cost calculations.
The above points are not to discourage fuel tankering, but rather to be considered by both dispatch and the crew in the flight planning process.