Switching from Cargo to White Delivery
The transition takes one shipment, not six months. You need three things: a foreign trade contract with the supplier, a customs broker, and the product's HS code — it determines the duty. We handle the contract and logistics, we can recommend a broker, and the broker determines the code. It makes sense to run the first shipment small and look at the real numbers.
If you're still deciding who to go white with — eight questions to ask a contractor before paying and a breakdown of how the three types of companies on the market differ from each other.
Why companies are switching now
Three reasons have come together at once, and none of them is about morality.
First: cargo is getting more expensive. The scheme held on the price gap, and that gap is shrinking. The cost of a cargo shipment to Europe runs up to $16 per kilogram plus $2–6 for onward transport from Europe — the savings no longer justify the risk.
Second: controls are tightening. Checks happen constantly on all routes, and a shipment traveling as consolidated cargo depends on other people's goods in the same truck.
Third: the business hits a ceiling. A retail chain asks for documents, a marketplace checks import legality, a tender requires proof of origin. Cargo hits a ceiling in these scenarios — and you discover it at the exact moment a major client shows up.
What changes in the numbers
The honest answer: it gets more expensive up front. What you need to compare isn't the rate per kilogram, but the cost of the goods at your warehouse.
| Line item | Cargo | White import |
|---|---|---|
| Logistics | one rate per kilogram | rate per kilogram, usually comparable |
| Duty | not paid | by product code, set by the broker |
| VAT on import | not paid | paid, but goes to offset if you're VAT-registered |
| Broker services | no | yes, depend on shipment complexity |
| Risk of losing the shipment | priced in not as money, but as probability | lower: your declaration, your cargo |
The key point people miss: if you're VAT-registered, the tax paid on import goes to offset. For a company on the general tax system, the actual difference between the schemes ends up noticeably smaller than it looks on the invoice at the border.
We don't publish a "percentage difference" — many do, and almost always at random. The difference depends on the product's HS code, the duty rate for it, your tax system, and the current cargo rate on your route. We'll calculate it on your shipment — it takes one conversation.
The Transition Plan: Six Steps
Four Transition Mistakes
Comparing by the rate per kilogram. The rate is just one of four parts. What you should compare is the cost of the goods at the warehouse, factoring in the VAT offset.
Not checking whether the supplier is ready to ship officially. Some Chinese factories only work for the domestic market and don't issue export documents. This comes to light at the worst possible moment — after the goods are already paid for.
Leaving certification for later. Requirements are checked before shipping. After arrival, there are two options: get the documents backdated, or pay for storage while they're being prepared.
Starting straight away with a large shipment. The first official shipment is a test of the process, not a way to save on scale. A mistake on a small shipment is cheap; on a large one, it costs the entire benefit of the transition.
What We'll Need from You
- a legal entity or sole trader the import will be registered to;
- the supplier's contact and confirmation that they ship for export;
- a customs broker — your own, one of our vetted ones, or arranged as a separate service with us;
- a description of the product to determine its code: what it is, what it's made of, what it's for;
- shipment parameters: weight, dimensions, invoice value.
Everything else — the contract, invoice, packing list, export clearance in China, logistics, and payment to the supplier — is on us.
Frequently asked questions
Can you switch from cargo to white delivery in a single shipment?
Yes. You need a foreign trade contract with the supplier, a customs broker, and a determined product code. We handle the contract and logistics, we can recommend a broker, and the broker determines the code. It makes sense to make the first shipment small.
How much will the cost increase when switching to white delivery?
It depends on the product code, its duty rate, and your tax system. If you're VAT-registered, the tax paid on import goes to offset, and the actual difference ends up smaller than the amount on the invoice at the border. We calculate it on your shipment.
What if the supplier doesn't want to work under a contract?
Check this before payment. Some factories only work for the domestic market and don't issue export documents — in that case you need either a different supplier or an intermediary in China who ships under their own name. We find this out at the agreement stage.
Do I have to change suppliers when switching to official import?
No, not if they're ready to ship for export and issue an invoice. Most factories that work with foreign buyers are ready for this — the only question is asking in advance.
How long does the first official shipment take?
The logistics part is the same as usual: air freight to Ukraine takes 4–7 days flight plus 3–4 days for Polish customs, truck to Kazakhstan 10–15 days. Extra time goes into preparing the contract and checking certification — usually a few days if the supplier responds quickly.
Send us your last shipment — we'll calculate it the white way and show you the difference in numbers, not talk. If the calculation shows you're better off staying on cargo, we'll say so directly: we ship cargo too.