Your cargo reaches its destination.

A truck from Turkey to Russia, loaded with many different goods. Georgian customs at Sarpi will not let it through: the invoice has no HS codes.

It is 10 pm and the Turkish side has closed for the night, so a corrected document will not arrive before morning. The truck is sent back to the queue, which means at least 2 days lost.

The owner of the company personally went through the Turkish e-invoice (e-fatura) and identified the HS code for every item that same night. Customs accepted the documents.

The truck did not go back to the queue and crossed the border. The client saved at least 2 days.

A truck from Turkey to Russia. Roadworks were under way on Upper Lars and the queue was huge.

Waiting in the queue would have pushed delivery back by days and disrupted the consignee's plans.

We compared the options and sent the truck by the Samsun–Novorossiysk ferry, bypassing Upper Lars.

The cargo arrived about a week earlier than it would have via Upper Lars.

A furniture shipment from Turkey to Russia: 114 m³ at 12 t. Light, bulky cargo.

It did not fit into a 105 m³ mega trailer. The remainder would have needed a second truck: extra cost and two deliveries to receive.

We checked the package dimensions and weight. 12 t is within a road train's payload, so we sent a 120 m³ road train.

The whole shipment travelled in one trip and was received in one unloading.

Cargo in Izmir was ready for loading. A third-party carrier's truck was assigned to the trip.

The carrier cancelled. The client faced a missed loading and a shifted schedule.

We sent our own truck from Istanbul to Izmir for loading.

Loading went ahead, and the cargo left on our truck.

A truck from Turkey to Russia. The CMR and the packing list show different cargo weights, about 250 kg apart. The truck cleared Sarpi, but Russian customs could have flagged the difference.

A weight discrepancy at customs means a fine, unloading the cargo for inspection and loading it again. All of it has to be paid for, and the truck loses days.

The owner of the company checked every document for the trip himself and spotted the discrepancy in Batumi, before the Russian border.

The problem was dealt with before the cargo had to be unloaded. The client avoided the fine and the extra costs.

Cargo for Rostov-on-Don from three suppliers in Istanbul, Ankara and Izmir.

Separate shipments from each supplier meant higher costs and harder control of the delivery. Pickups from three shippers could drag on.

We agreed goods readiness and the pickup order with all three suppliers and loaded one truck in Istanbul, Ankara and Izmir.

The truck was fully loaded in three days and left for Rostov-on-Don in one trip.

The client's order took five full trucks. Some items were needed urgently, the rest could follow on schedule.

Loaded at random, the urgent items could have ended up in the last trucks.

Together with the client and the shipper we identified the urgent items and put them into the first three trucks. They left first, the other two followed.

The urgent goods went first without speeding up the whole order.

Fabric from Istanbul to Moscow for a garment plant. The plant was running out of fabric.

A late delivery could stop production and break the plant's order schedule.

We checked when the stock would run out and when the load would be ready, found a suitable truck, and agreed documents and receiving time at the plant in advance.

The fabric arrived before the plant ran out of stock.

The client was preparing goods for the season. The shipper in Turkey had two days left before Bayram.

Without loading before the holiday, the shipment would have moved to after the break.

We immediately agreed with the shipper on goods readiness, documents and truck arrival time.

The truck loaded on the last working day before Bayram.

Furniture, mirrors and decor to fit out a hotel in Batumi.

A route via an intermediate warehouse meant unloading and reloading fragile mirrors and furniture again.

We loaded two trucks directly at the manufacturer and delivered straight to the site. Packaging, securing and hotel access were checked in advance.

Less handling of fragile cargo, received directly on site.

A shipment of equipment and spare parts. At the shipper's site it was loaded from the top and from the side.

Not every truck allows this. A wrong truck would have been turned away and the loading day lost.

Before dispatch we confirmed the loading method and sent a truck that opens from the top and the side.

Loading went ahead without swapping the truck.

The client ships goods regularly. Before, a truck was found each time shortly before loading.

Late transport booking made it hard for the supplier, warehouse and consignee to plan.

We agreed in advance on expected volumes, readiness dates and truck needs. We send trucks to that plan and update it when orders change.

We have worked with this client to a plan for two years.