Shipping from China to the United Kingdom

Yes. We receive goods from several suppliers, register each delivery separately, check piece counts and outer packing, and consolidate everything into one shipment that you release once the last supplier has delivered.

Consolidation means one export declaration, one main transport movement and one delivered scope instead of several separate shipments. The shipment is held until you confirm that all suppliers have delivered.

Yes. Warehouse data and shipment progress can be queried through our system, and your service representative provides updates and handles exceptions.

Tracking visibility can cover warehouse receipt, booking, dispatch, international transit, customs clearance, delivery and receipt. Standard warehouse records include arrival photographs, while dedicated inspection reports and specified-angle filming are value-added services.

No. DDP is available where a compliant import arrangement can be built for that country and that commodity, which is confirmed per shipment. Where it cannot, an alternative such as DDU is quoted instead.

Some destinations do not allow an overseas seller to complete import and tax formalities, and some commodities need registration or certification before they can be imported at all. We confirm the importer-of-record position and the duty treatment for each shipment instead of promising universal DDP coverage.

Typical door-to-door transit from China is 25–35 days by ocean FCL and 25–38 days by LCL to the UAE, 25–35 days by FCL to Saudi Arabia, 35–45 days by FCL to the United Kingdom, and 25–35 days by FCL to the US West Coast or 35–50 days to the East Coast; air freight typically takes 4–12 days door to door and express courier 3–6 working days. These are typical ranges, not a commitment; the confirmed range is issued with your quotation.

The ranges above are measured door to door and cover five stages: pickup and warehouse intake, consolidation and waiting, international transport, import clearance and duty handling, and final delivery. Ocean transit between the ports themselves is only one part of the total, which is why a port-to-port figure cannot be read as a door-to-door timeline. Sailing schedules, carrier space, port congestion and customs conditions can all extend the outcome, so the quotation states a range with its calculation start and end points rather than a guaranteed arrival date.

The most common reason is that the two quotes do not cover the same thing. Check whether pickup, export, freight, destination charges, duty, tax and delivery are each included before comparing the totals.

A port-to-port rate excludes import clearance, duty, destination terminal charges and onward transport, while a delivered price includes them. Chargeable weight or volume may also be calculated differently between quotes, so a lower headline figure often means a smaller scope rather than a cheaper service.

The standard sequence is: cargo arrives and is measured, the final charge is confirmed with you, you approve and pay, and then the shipment is dispatched.

Cargo is received and measured first, so the charge you approve is based on actual data rather than a declaration. Credit terms, monthly settlement or staged payment can be discussed for established and project customers, and every payment is recorded against a company order.

We notify you as soon as an issue is confirmed, state the impact, give you the options, and keep updating until it is resolved. Responsibility and compensation are then determined by the cause, the contract terms and the insurance position.

We do not promise unconditional compensation for every loss. Claims depend on where responsibility sat at the time, what the contract says and whether insurance was in place, so we recommend confirming the insurance position for each shipment before dispatch.

No. We do not guarantee a fixed arrival date. Transit is issued as an estimated range with its calculation basis, and carrier schedules, port and customs conditions and delivery arrangements can all extend it.

We state the calculation basis and the factors that can extend transit, and where a route is exposed to a known risk we plan a primary and an alternative option instead of promising a date.

Yes. A UK EORI number is required to clear goods into the United Kingdom, and import VAT is charged at 20% on the value plus duty. A VAT-registered importer can normally reclaim that import VAT on its VAT return, so the net cost is usually lower than the gross figure quoted.

Where the consignee has no EORI, the import arrangement is confirmed before booking rather than assuming another party can be used. Northern Ireland follows different rules from Great Britain after Brexit, so Northern Ireland deliveries are quoted separately.

The importer of record has to be a party entitled to act as importer for that consignment, and the position is agreed before booking. Where a compliant arrangement can be confirmed we quote DDP; where it cannot, we quote DDU and you clear the goods with your own EORI.

UK customs holds the importer of record responsible for the declaration, the duty and the VAT. That is why the quotation states which party imports, and why an arrangement that cannot be supported is not sold as DDP.

Duty is calculated on the customs value - normally the goods value plus international freight and insurance - at the rate set by the commodity code, and import VAT at 20% is then charged on that value plus the duty.

Using the wrong commodity code changes both the duty rate and the compliance position, so codes are confirmed against the actual product before dispatch. Anti-dumping duty applies to some product categories, and where it does it is confirmed per commodity before you commit.