Frequently asked questions.

Under DDP we coordinate destination duties and taxes as part of the delivery scope. Whether DDP is workable depends on the cargo and the destination country conditions — we assess it per shipment rather than promising it universally.

Yes — that is the starting point. Product, documents, import conditions, duties and port choice are reviewed in advance, so the cost and feasibility picture exists before the cargo moves.

No. Our work ranges from small and growing sellers to large replenishment programs. There is no fixed minimum volume — the plan follows the shipment.

Ambient, ≤25°C, 2–8°C, −20°C and −78°C (dry ice) are all in our operating record. The exact band is confirmed per product — we do not lower a requirement because a similar product shipped differently.

Yes. Our record runs from a few kilograms of samples to full containers and full trucks. Small cargo gets the same product-first review.

No — a document is the starting point, not the final transport solution. We review the SDS/MSDS together with product information, UN number, classification, test documents, packaging and carrier requirements before confirming whether and how the cargo can move.

SDS/MSDS, UN number and hazard class where known, packaging details, pieces, weight and dimensions, origin, destination and your required shipping date. For batteries: the chemistry, the configuration, and whether the battery is standalone, packed with equipment or installed in it.

The cargo drawing, packing list, single-piece weight and dimensions, total weight and volume, lifting and center-of-gravity information, plus origin, destination and project timing.

No. It is the largest single unit in our recorded experience — a record, not a ceiling. Whether a specific unit can move depends on route, port, vessel and destination conditions.

Battery status is reviewed before booking — MSDS, UN38.3, transport reports, SOC and carrier requirements where applicable. The review decides the routing, not the other way around.

Vehicle type, quantity, powertrain, dimensions and weight, origin, destination and required delivery scope. A vehicle list helps for larger batches.

No one honestly can. What we plan is the chain: time, temperature, clearance and connections, so shelf life is spent on selling, not on waiting.

The product, its fresh or frozen state, required temperature, shelf life, origin, destination and required arrival date. Import or export direction matters — the documents differ.

As early as you can. Carnet timelines and venue delivery windows drive the whole plan, so the cargo-ready date and the latest booth delivery time are the first things we fix.

Sometimes. We assess the real remaining time across the full chain — not just the flight — and have replanned urgent shipments through alternative entry points when the original routing could not meet the date.

DDP is assessed per cargo and destination. Not every shipment can be tax-inclusive door-to-door, so the service boundary is confirmed before booking, not after arrival.

Oversized e-commerce goods are planned around dimensions, route and delivery requirements, not a parcel-rate assumption. Share the dimensions and destination and we will assess the options.

No. We review import conditions before booking rather than promise outcomes after arrival. Where conditions are not met, we say so — and what would be required.

Where the project calls for it: overseas pickup, international transport, China import customs clearance, duties and taxes coordination, warehousing and domestic delivery to the final address.

No. Transit cargo passes through China's ports and border crossings on its way to another country. It is not cleared for domestic sale, and the formalities are planned differently.

Historical project timings are records, not standing guarantees. Each route is assessed against current carrier, border and cargo conditions before we commit to a plan.