Your cargo from China,
delivered anywhere.

No. We handle everything from 1 CBM LCL shipments to multi-container projects. If your first order is small, that's completely normal — many of our clients start with a trial LCL shipment and grow with us. What matters is that the shipment makes economic sense, and we'll tell you that upfront.

FCL (Full Container Load) means you rent an entire 20 or 40-foot container just for your cargo. LCL (Less than Container Load) means your goods share a container with other importers, and you only pay for the space used. Below around 15 CBM, LCL is usually more cost-effective. Above that, FCL wins on price and reduces cargo handling.

It depends on the Incoterm agreed with your supplier. In general, the real cost can include: factory pickup, origin charges (THC, documentation), Chinese export clearance, international freight, import clearance at destination, local duties and taxes, and final delivery. Depending on the Incoterm, some of these costs are covered by the supplier and others by you. Many forwarders only quote the freight and extra charges appear on arrival. We give you a full breakdown from the first quote.

Incoterms are international trade terms that define who pays what and who bears the risk at each stage of the shipment. The most common when importing from China: EXW (Ex Works) — you take responsibility from the factory door; FOB (Free on Board) — the supplier delivers to the port and you cover freight and insurance; CIF — the supplier includes freight and insurance to the destination port; DDP (Delivered Duty Paid) — the supplier handles everything, including customs and duties. For a first-time importer, FOB is usually the best balance: you control freight and insurance without handling China-side logistics. We'll advise you on which works best for your operation.

The Chinese exporter needs: commercial invoice, packing list, certificate of origin, and in some cases an export license. Certain products also require quality or phytosanitary certificates. If your supplier has limited export experience, we can guide them or handle the export process directly from China.

Yes. From the moment your cargo leaves the factory, we provide a tracking number. Sea freight: B/L number to track the vessel. Air freight: AWB for real-time tracking. Your account manager will also keep you proactively informed of any incidents or relevant changes during transit.

Your goods go through customs twice: on departure from China (export) and on arrival at your country (import). You'll need a commercial invoice, packing list, and bill of lading or AWB. Depending on the product, additional certificates may be required (CE marking, phytosanitary, etc.). We handle the Chinese export clearance and coordinate with the local customs agent at destination.

Not all goods leave from the nearest or best-known port. The choice depends on cost, available routes, the carrier, transit times and the exact factory location. For example, a factory in Yiwu usually ships via Ningbo-Zhoushan, one in Fujian may get better connections from Xiamen, and many in Guangdong operate through Shenzhen or Guangzhou. We analyse every shipment to choose the best combination of factory, port and carrier, instead of applying the same solution to all.

We work with the world's leading carriers: MSC, Maersk, CMA CGM, COSCO, Hapag-Lloyd, ONE, Evergreen, HMM, Yang Ming and ZIM, among others. But we're not tied to any of them: for each shipment we select the best option based on cost, transit time, space availability and service reliability. That independence is what lets us always recommend what's best for you — not whatever we're meant to sell.

It depends on the mode and the destination. As a reference for Europe: sea freight LCL/FCL 28–35 days, air freight 5–7 days, rail 18–25 days. Transit times vary for the Americas, Middle East, or Oceania. Add customs clearance (1–5 days) and final delivery (1–3 days) to any destination. Ask us for exact times on your route — we include them in every quote.

That's why we recommend cargo insurance. International carrier liability limits are very low — under the Hague-Visby convention for sea freight, coverage is barely ~$2/kg, which is insufficient for almost any cargo. The industry standard is the ICC clauses from the Institute of London Underwriters: ICC (C) covers total loss and major accidents only; ICC (B) adds water damage; ICC (A) is all-risk and the one we recommend by default. The typical premium is around 0.3–0.5% of the declared cargo value — a small cost compared to the risk. If your cargo is low-value or you already have your own coverage, we'll tell you that too.

More often than you'd think. Many legal, everyday products travel as dangerous goods (DG): lithium batteries (phones, power banks, tools), paints and aerosols, perfumes and nail polish, cleaning products, inks, fertilisers or adhesives. What you see as "a box of ink", the carrier may see as UN1210, IMDG Class 3 (flammable liquid): some lines won't accept it, others require documentation, surcharges or specific routes. We review the safety data sheet (SDS/MSDS) before shipping to classify it correctly, choose the right carrier and avoid delays, rejections or extra costs. It's best to check before you buy. Regulations: IMDG (sea), IATA (air), ADR (road).