Each service line below can be bought on its own. What you cannot buy separately is the handover — which is the part we keep in-house.
For most cargo over 15 CBM, a container is cheaper and calmer than consolidation. Below that, LCL is the honest answer.
Air is not only for emergencies. Seasonal replenishment, samples and high-value electronics often justify air even when ocean is cheaper per kilo.
Factories in the Pearl River Delta often ship through Hong Kong. We keep the truck, the seal and the booking in one chain so the container does not wait at the boundary.
Customs is where most surprises are born. Our desk prepares classification, value and origin before the cargo leaves, not after the hold notice.
Several suppliers, one container. We receive, check and load at origin so the count is settled before the vessel, not in front of the buyer.
The container has arrived; the delivery still has to happen. We handle chassis, appointments, residential delivery limits and the out-of-gauge cases most forwarders decline.
We quote FOB, CIF, DDP, DDU and EXW. The term decides who books the space, who is the importer of record at destination and whose name is on the duty bill — so we confirm it before pricing, not after.
You collect at our supplier's door. Export declaration, inland trucking and everything after it sit with the buyer.
We deliver to the vessel at the named Chinese port. Main carriage is the buyer's booking.
We book and pay the main carriage to the destination port, plus marine insurance. Import clearance stays with the buyer.
We clear at destination, pay duty and tax, and deliver to the door. The price is a landed cost, not a freight rate.
We deliver to the named place, uncleared. The buyer clears and pays duty on arrival.
A quote built on half the facts gets revised at the worst moment — after the cargo is already at the port. Six details avoid that.
We will confirm what is possible, what it costs and where the risk sits — including the parts that are not in our control.
