Wherever you ship from — China, Türkiye, Europe or the USA — we look not only at the rate, but at the line’s reliability, the analytics and your whole setup. We find where time and money leak and remove it — before it becomes your problem in front of your customer.
Trusted by more than 80 importers
The vessel left without you, the goods are stuck. And you have already promised your buyers a date.
You pay for a full container but ship air. Nobody offered to tighten the loading.
The line moved your container to the next vessel. Nobody warned you — you found out yourself, when the goods should already have been under way.
For 4 years the client shipped 22 tonnes instead of 28 — and did not even know it could be otherwise. Annual losses: tens of thousands of dollars. Simply because nobody asked the question.
Read the full caseWe recalculate the packing and the loading plan — more tonnes and volume per container. Fewer containers, a smaller invoice.
FCL/LCL, sea + rail through Europe. We look at the line’s on-time performance and give concrete schemes with numbers for your volume and deadline — not “we’ll find you a route”.
All charges up front. We forecast demurrage and storage instead of reporting them after the fact. We find where money leaks in your setup — and remove it.
We find the “air” and the underloading; we calculate how many more tonnes and cubic metres fit into the container.
Alternative ports and multimodal schemes — faster and cheaper than the standard option.
We go through your current invoices — where the overpayment, the demurrage and the extra charges are.
A dedicated container for your volume: 20', 40', 40'HC.
Groupage shipments when the container isn’t full — you pay only for your own volume.
Türkiye · Egypt · Spain · Vietnam · Thailand · Malaysia · India · USA · Canada. And China above all — our flagship direction: the widest portfolio of solutions and corridors, as fast as rail, and no transit through russia whatsoever.
| Route | Transit / service |
|---|---|
| Japan, Korea, China → Rotterdam → Ukraine | 31–46 days · direct service via Suez |
| Far East → Gdańsk → Ukraine | 48–55 days · direct services |
| China, Far East, India → Constanța → Ukraine | 60–70 days · the main entry point instead of the Greater Odesa ports |
| USA → Bremerhaven / Hamburg → Ukraine | ≈ 3 weeks |
| Gdańsk → Kyiv, rail (UZ Cargo Poland) | 4 days |
| Gdańsk → Dnipro, rail (UZ Cargo Poland) | 5 days |
Sea service to the ports of Greater Odesa is unstable and risky because of shelling: lines periodically cancel calls and reroute vessels, and we do not advise building them into a plan for 2026. The working entry points are Constanța and Gdańsk, then by rail into Ukraine.
In 30 minutes we look at your route, loading and invoices. No obligations, no sales pitch.
Concrete numbers and alternatives for your volume and deadlines. Not empty promises like “we’ll quote you a nice rate”, but “here is where you lose and how much, and here is how we solve it for our clients”.
Status in a report, the cargo visible at every transshipment, an invoice with no surprises, demurrage forecast in advance. Documents are checked against a checklist at the right stages — that removes the risk of pointless idle time at customs.
How it should be: a predictable schedule, an invoice with no surprises, and you — the supplier people can rely on.
We know what it’s like when the deadline is burning, the line is silent and your customer is already calling you. Leave a request — in 30 minutes we’ll find where you can save time and stop losing money. No obligations, no sales pitch.
The supplier quoted 30 containers and 60 days by sea. We reviewed the packing and routed the cargo via Rotterdam instead of the standard Polish ports.
$30,000 + 15–20 days How it works in practiceFor years the client believed a truck through Poland could carry 22 tonnes at most, and quietly paid for the rest as air. We consolidated in China and moved the transit to rail: 28 tonnes per container instead of 22.
every 5th container free · growth 4–5 → 17–20/month How it works in practiceVet inspectors would not accept English certificates — the container stood still while demurrage ran. We found a vet control agent, introduced document pre-checks and secured 21 free days from the line.
$700–800 per container · 10–12 per year How it works in practiceHamburg meant four more weeks and a halted plant start-up. We noticed the same vessel calls at Antwerp a week earlier. We discharged there and moved on by land.
4 weeks → 1 · a couple of thousand € detour vs a day of plant downtimeThe difference is not in the name but in what you pay for. FCL — renting the whole container regardless of how much is inside. LCL — paying only for your own volume, but with handling at a consolidation warehouse.
| FCL — full container | LCL — groupage cargo | |
|---|---|---|
| What you pay for | for the container, whatever is inside it | for your own volume (m³) or weight |
| Who else is in the container | only your cargo | cargo of other shippers |
| Transshipments | fewer — the container travels whole | extra: deconsolidation at the warehouse |
| Damage risk | lower — nobody moves your pallets | higher — more handling at consolidation and breakdown |
| Transit time | shorter | 2–4 weeks longer because of consolidation |
| Demurrage/detention | counted on your container | counted on the consolidator’s container |
Swipe the table sideways →
A comparison by responsibility and risk. The LCL→FCL switching point in m³ we calculate for the specific cargo — it depends on density, direction and season.
Through Constanța and Gdańsk, then by rail or road. Sea service to the ports of Greater Odesa remains unstable and risky because of shelling, so for 2026 we build the baseline scenario through EU ports: a line can reroute a vessel at any moment, and it is better to plan for it than to learn about it after the fact. UZ Cargo Poland rail service: Gdańsk–Kyiv — 4 days, Gdańsk–Dnipro — 5 days.
FCL — you rent the whole container and pay for it regardless of how full it is. LCL — you pay only for your own volume, but the cargo goes through a consolidation warehouse: extra handling, higher damage risk and a transit time 2–4 weeks longer.
By specification: 20'GP — up to ~28,200 kg, 40'GP — up to ~26,700 kg, 40'HC — up to ~28,600 kg. But “it fits” is not the same as “you’re allowed to carry it”: a truck on the road is limited by weight control (~22 t because of axle load), while a container from an EU port can travel by rail — and then that limit does not apply.
Demurrage is the charge for keeping the container in the port or at the terminal beyond the free days. Detention is the charge for holding the container outside the port, at your own warehouse. These are two separate invoices, and they can run at the same time.
It depends on the corridor: Japan, Korea, China → Rotterdam → Ukraine — 31–46 days by direct service via Suez; Far East → Gdańsk → Ukraine — 48–55 days; China → Constanța → Ukraine — 60–70 days. Add purchasing and consolidation in China and customs clearance in Ukraine to the sea leg.
Updated: 27 July 2026