Frequently Asked Questions(73)

We are an end-to-end logistics partner offering air and ocean freight, customs brokerage, warehousing, project cargo and domestic distribution services under one roof.

We work across a broad range of sectors, with a focus on textiles and apparel, automotive, medical, food, energy, construction, technology and mining.

The list of routes and service frequency varies by cargo, mode and season. If you share the route you wish to work on, we will prepare and share the current options and estimated transit times for that lane.

Transport, customs brokerage, warehousing and distribution are run as a single operation. Customs procedures are not outsourced; one team is responsible for the entire shipment.

Yes. Shipments down to a single pallet are carried via groupage by road, LCL by sea and consolidated cargo by air. For small volumes, part-load is usually cheaper than a full vehicle.

Our focus is commercial cargo and regular shipments. For one-off personal shipments, express courier companies are usually the better fit; we can still assess the cargo and point you in the right direction.

One-off shipments proceed on a quote and approval basis. For businesses with a regular flow, a framework agreement locks in both price and service level, making things more predictable for both parties.

Yes. Collection from the supplier, export customs, main carriage and destination procedures can be managed end to end. This requires the Incoterms rule in the sales contract to allow it.

Yes. Lots collected from different suppliers in the same country can be combined at the consolidation warehouse and dispatched as a single shipment; this reduces both freight cost and the number of customs procedures.

Operational correspondence is conducted in Turkish and English. Document and declaration processes are prepared according to the official language requirements of the country concerned.

Air freight, ocean freight (FCL and LCL), road, rail and intermodal combinations. We determine the most suitable mode together, based on the urgency and budget of the shipment.

For cargo above roughly 15 m³, a full container is usually cheaper. However, the threshold shifts with the lane, season and cargo density; for damage-sensitive or fixed-date cargo, FCL may be preferred even below the threshold.

The decision depends on the balance between time and cost. Air suits high-value, light and urgent cargo; sea suits bulky, heavy cargo with a flexible schedule. For cargo that falls in between, rail should be considered.

A standard 13.60 m tautliner trailer takes 33 Euro pallets or 26 industrial pallets. If double stacking is possible the number increases; the deciding factors are the weight of the cargo and whether it is stackable.

Transit times are estimates; vessel schedules, border congestion, weather conditions and customs procedures all have an effect. For fixed-date shipments, a plan with priority service and buffer time is put in place.

Yes. Container and block-train services are organised on the Middle Corridor and European lanes. Rail is faster than sea and more economical than road, so it is considered for cargo that falls in between.

Temperature-controlled transport is carried out with refrigerated vehicles and reefer containers. The temperature range is confirmed in writing before loading and recorded with a data logger throughout the shipment.

Cargo covered by ADR, IMDG and IATA DGR is transported with equipment appropriate to its class and mode. Loading is not planned until the class and UN number are verified from the safety data sheet; some classes are subject to special permits.

Yes. All legs from the loading address to the delivery address can be managed under a single responsibility. Where delivery is completed is determined by the Incoterms rule in the sales contract.

Palletising, stretch-wrapping and, where required, wooden crating can be done at the warehouse. For part-load and consolidated cargo, the packaging standard is kept higher because the cargo is handled at least twice.

A delay is reported as soon as it is detected and alternatives are assessed: the next departure, a change of mode or a partial shipment. For critical shipments these scenarios are planned from the outset.

Over long distances and when the delivery schedule is flexible. Shifting the main leg to rail or sea lowers freight cost and reduces carbon emissions; in return, door-to-door time is longer than by road.

For FCL shipments, the declaration is the shipper's responsibility; we can handle the process on your behalf. For LCL, the declaration is submitted by the party performing the consolidation. If the declaration is missing, the container is not loaded onto the vessel.

Yes. Our in-house licensed customs brokers handle import and export procedures without outsourcing.

We work towards correct classification, but legal responsibility rests with the declarant. For products in doubt, applying for binding tariff information is recommended; this removes the risk of penalties arising later.

The channel assigned after the declaration is the deciding factor. In the green channel, processing can be completed the same day; document checks in the yellow channel and physical inspection in the red channel extend the process.

At a minimum, the invoice, packing list, transport document and, where applicable, a certificate of origin or movement certificate. Depending on the product group, a conformity certificate, control certificate or the relevant authority's permit is added.

A.TR shows that the goods are in free circulation; it is not a certificate of origin. EUR.1, on the other hand, certifies preferential origin and provides a reduction in customs duty. The two serve different purposes.

Yes. Bonded storage, entry and exit declarations, handling and partial release procedures are carried out. A bonded warehouse allows you to pay duties as goods are sold, reducing tied-up capital.

Yes. Low-value e-commerce shipments can be dispatched under a simplified declaration. The threshold and scope are set by regulation and may change; suitability for your shipment profile is confirmed from the outset.

Returned goods are subject to customs procedures. If they come back within the period set by law and in the same condition, an exemption from import duties may apply; the conditions must be confirmed before shipment.

It is suitable if you use imported inputs in the production of goods to be exported; it allows the inputs to be imported without paying duty. The difference from a bonded warehouse is that production can be carried out on the goods.

The preferential rate is not applied and duty is paid at the full rate. Since obtaining the certificate retroactively is not always possible, it must be prepared before loading.

First, the basis of the penalty and the declaration records are reviewed. The appeal route and deadlines are assessed; throughout the process, the regulatory side is handled by our team.

The weight and volume of the cargo, origin and destination, transport mode and current market conditions are the deciding factors. We share every cost line openly before quoting — no surprise charges.

Loading and delivery addresses, gross weight and dimensions of the cargo, number of pallets, product description and HS code, delivery terms (Incoterms) and, if any, the target date. With this information, we respond within the same day.

Since freight rates depend on the market, the validity period varies from quote to quote and is clearly stated on the quote. During seasonal transitions and periods of tight capacity, the period is shorter.

Each included item is shown individually on the quote: freight, terminal handling, customs procedures, delivery order, local transport. No surprise charges are added later.

Ocean and air freight rates move weekly according to the balance of supply and demand. Season, equipment shortages, fuel prices and port congestion are the deciding factors.

Because light but bulky cargo takes up space in the vehicle, the charge is calculated on whichever is greater: actual weight or volumetric weight. In air freight, the common divisor is 6000.

Regular and predictable volume means both better freight rates and capacity priority. With a framework agreement, the price can be fixed for a set period.

For one-off jobs, payment is usually made before shipment; for regular business, the agreed credit term applies. The terms are set out in writing in the contract.

When an item such as demurrage, storage or inspection arises, you are notified in advance and, where possible, offered options to avoid it. No action is taken without your approval.

Contact us via the contact form, by email or by phone. Once we have your shipment details, we usually respond within the same business day.

You share the cargo details, a quote and plan are prepared, the booking is opened after approval and the document list is sent to you. For the first shipment, document preparation is carried out together.

Three things are decisive: the correct HS code, the permits and documents required for your product, and the delivery terms in the sales contract. If these three are clear from the start, the rest of the process becomes predictable.

For containerised cargo, FCA is appropriate instead of FOB, and CIP instead of CIF. In international sales, EXW is usually the wrong choice because the buyer cannot in practice have the export declaration filed.

Once the HS code and origin are known, the duty burden, freight and local charges can be worked out together. If this calculation is done before the order decision, your pricing will also be accurate.

Yes, and it is recommended. The process is run end to end with a small lot; the document flow, transit time and cost items are verified with real data.

Yes. We provide warehousing, order picking and packing, inventory management and distribution services fully integrated with the transport operation.

Usually per pallet or per square metre on a periodic basis. Inbound and outbound handling, plus per-order picking and packing fees, are added; the total cost varies with inventory turnover.

Yes. Goods receipt, put-away, order picking, packing, handover to the courier and returns processing are run as a single operation. An integration is set up with your store or marketplace software.

Stock movements are recorded and reported at the agreed frequency. Once the integration is set up, stock and order information is written to your system automatically.

Yes. Returns are handled in three steps: receipt, inspection and the restocking decision. We report which products have a high return rate; this information can be used to make corrections on the product side.

When the destinations and quantities are known before shipment. Since the goods never go onto the shelf, storage costs and delivery time drop; in return, inbound and outbound schedules must be tightly linked.

The handover is done in stages and the old warehouse remains open in parallel for a period. This cost is lower than the order losses of a one-step switch.

The same product being registered under two different codes disrupts both stocktaking and picking. Product coding is cleaned up together before the handover; this one-off job shapes the entire process that follows.

Yes. We manage project cargo operations end to end, including permit procedures, engineering calculations and specialised equipment.

Permit procedures and specialised equipment bookings can take weeks. If the route survey and bridge and viaduct calculations do not start early, the shipment date slips.

Permit applications are handled by the operations team. Any adjustments required as a result of the route survey, along with escort requirements, are also determined during this process.

Depending on the weight and dimensions of the cargo: low-bed, extendable trailer or modular platform. On the overseas leg, break-bulk, open top, flat rack or a heavy-lift vessel comes into play.

Transport, site delivery and offloading coordination are within scope. Mechanical assembly is out of scope; however, phased shipments aligned with the installation team's schedule can be planned.

In most cases yes, but a route survey is carried out first: bridge capacity, clearance height, turning radius and gradient are measured. The result may not be the shortest route on the map.

Write to the operations team with your reference number and we will send you the current status. At critical stages, you are informed without having to ask.

Yes. You work with the same operations manager throughout the shipment; there is no need to look for separate contacts for customs, transport and warehousing.

For shipments in transit, an emergency contact channel is shared at the start of the shipment. Routine requests are answered during business hours.

Yes. Copies of the customs declaration, transport document and invoice are shared electronically. Documents that must be presented in original form are sent separately.

Yes. A delay is reported the moment it is detected, without you having to ask, and the options are assessed together. A delay reported late becomes impossible to resolve.

Carrier liability is limited by law and is usually calculated by weight. For cargo with low unit weight and high value, the gap is large; in these cases, cargo insurance is recommended.

The established practice is 110% of the CIF value: the sum of the goods value, freight and premium plus 10%. If the value is under-declared, the compensation is reduced proportionally.

Note the damage on the transport document at the time of delivery and photograph it; do not disturb the packaging. A claim made later on cargo accepted without a reservation is usually rejected. We handle the rest.

It depends on the type of cover. Broad cover pays for damage other than the listed exclusions; narrow cover covers only the risks listed in the policy. War and strikes usually require additional cover.

With an open cover policy, regular shipments can be covered under a single contract; there is no need to issue a separate policy for each shipment, and the premium is usually lower.