About us
We move cargo out of China and prepare the paperwork that makes an official import possible. Below, without the marketing language: what we do, how much we move, where our responsibility ends, and why we deliberately leave some of the work to others.
What we do
Logistics out of China and document preparation for official import. Our warehouse is in Guangzhou, where cargo is received by our own staff; the routes are Ukraine, Russia, Kazakhstan, Uzbekistan and Europe.
Our line-up is mixed: both cargo and white import. But on the two main routes — Ukraine and Astana — the large majority of shipments go through official import. The grey route remains a working option and costs more than people assume: roughly $16 per kilogram in cost to Europe, plus $2–6 for the leg out of Europe.
That is our answer to the “cargo or white import” question: we do both and quote both in a single calculation, instead of selling one as the only option. A breakdown of the differences — switching from cargo to white import.
How much we move
These are actual volumes, not capacity and not a target.
| Route | Monthly volume |
|---|---|
| Ukraine | around 30 tonnes, average for 2026 |
| Russia | 7–12 tonnes, steady at around 9 |
Volume to Ukraine depends on flight availability and therefore swings more. Individual shipments can be far larger than the regular flow: in the summer of 2026 a single consignment came to 45–50 tonnes of optical fibre.
Where our responsibility ends
Our model works like this: you remain the importer of record. We are responsible for the logistics and for preparing the documents; the customs declaration and the importer’s liability stay on your side.
This is not a refusal of responsibility but a refusal of risk that cannot be controlled, and that risk has a price. Under a turnkey arrangement every customs risk moves to the contractor, and losses start at $2,000 and run up to $70,000: one wrongly prepared document or certificate, and the shipment is held at customs, hit with a customs value adjustment or fined.
How real this is can be seen from one of our clients. A consignment of optical fibre: each reel is marked with its actual length — 60.53 km, 60.48 km — while the factories’ nominal selling length is 60.4 km, the rest being an allowance for defects and rewinding. Cargo like this clears that customs post every day and in large volumes. The consignment was still held for a week of checks, even though both the factory’s documents and our explanations were in place.
We are straightforward about customs: in 2026 it is unpredictable everywhere, checks are constant, and this is outside our control. A contractor who promises otherwise is selling you not a service but peace of mind that lasts until the first delay.
What we deliberately do not do
- We do not keep brokers in-house. We arrange clearance through vetted brokers, and the risk on the consignment is priced into the service on every deal. A deal whose risk cannot be quantified is one we do not take.
- We do not take consignments under 50 kg. That is a deliberate line: at such a weight the price per kilogram is markedly higher, and it works out badly for the client just as it does for us.
- We do not run paid storage. The warehouse exists to dispatch an assembled consignment quickly.
- We do not promise compensation for breakage. Damage to cargo is not covered by insurance, and we set aside no separate reserve for it — instead of promises we offer packaging that actually works.
- We do not carry some categories: dual-use goods anywhere except Ukraine; liquids and chemicals only from 500 kg; gases and refrigerants to Russia only in large volumes. Full breakdown — what can be shipped.
How to work with us
The first conversation is a quote, not a pitch. We need the details of the consignment: what the goods are, weight, volume, origin and destination. The manager then calculates from current rates and gives you a range, not a “from” price.
Once assembled, a consignment leaves quickly: Russia and Kazakhstan — packed in the evening, collected overnight; Europe by air — packed and confirmed today, dispatched tomorrow; Ukraine — a few days to agree, then 1–4 days to the inspection point and departure.
If this is your first import, start with the first shipment walkthrough. If you already import and want a comparison, send us your current quote and we will go through it line by line: how to choose a contractor.
Frequently asked questions
Where are you based and where is your warehouse?
The company operates out of Guangzhou, and our warehouse is there too. Cargo is received by our own member of staff in China, not by an automated drop-off point.
What happens to cargo before dispatch — receiving, checking, packing — is described on the warehouse page.
Are you cargo or white import?
Both. On Ukraine and Astana the large majority of shipments go through official import; the grey route remains a working option and costs more — roughly $16 per kilogram in cost to Europe plus $2–6 for the onward leg.
We quote both options in a single calculation, so the difference is visible in money rather than in words.
What volumes do you move?
Ukraine — around 30 tonnes a month, average for 2026. Russia — 7–12 tonnes a month, steady at around 9.
Individual consignments can exceed the regular flow: in the summer of 2026 a single shipment came to 45–50 tonnes of optical fibre.
Who is the importer and who files the declaration?
You remain the importer of record and the declaration is on your side. We are responsible for the logistics and for preparing the documents.
It works this way because under a turnkey arrangement customs risk moves to the contractor, and losses start at $2,000 and run up to $70,000 — that risk cannot be controlled, and pricing it into your rate would not be honest.
Is there a minimum consignment?
Yes, we accept from 50 kg. It pays to assemble from 150 kg: at 50 kg the price per kilogram is markedly higher.
That is a line for the calculation, not a refusal to talk: if the consignment is small, we will tell you plainly what it will cost.
Do you handle customs clearance turnkey?
Customs clearance is an additional service on request. By default the client clears the goods, obtaining certificates from the factory or preparing them independently.
If you ask us to cover that stage, we arrange it through a vetted broker and price it separately together with the risk. You still remain the importer of record.
Tell us what you are shipping and where, and we will quote it at current rates and say which arrangement suits you better. If that turns out not to be us, we will say so.