Common B2B freight questions, answered properly.

FTL (full truckload) means the trailer is dedicated to your consignment from collection to delivery. LTL (less than truckload), also called groupage, means your consignment shares trailer space with other consignors moving on the same lane. FTL is faster and sealed end-to-end; LTL is more economical for sub-trailer volumes.

Both. Scheduled groupage runs to a published cadence (typically weekly per lane). FTL is allocated against your booking — same-week scheduling is the norm; longer or shorter notice is possible depending on capacity. Express is run outside the scheduled cadence for time-critical consignments.

Refer trailers are available on confirmed lanes. We do not operate temperature-controlled as a default capability across every booking — confirm the requirement at quote and we will allocate refer capacity. Pharmaceutical (GDP) freight is not currently in scope.

Step-frame trailers and oversize-load planning is available on confirmation. Send dimensions and weight at quote — we will confirm feasibility and any required route planning, escort, or permit before booking.

Yes. The consignor needs an EORI valid in the country they are shipping from; the consignee needs an EORI valid in the country of import. UK consignors need a GB EORI; French consignees need an FR EORI. We verify both at account onboarding and cannot release a booking without them.

Legally, the consignor is responsible for the accuracy of the export declaration and the consignee for the import declaration. We make the declarations on your behalf as your appointed customs intermediary, acting on the information you supply. The legal liability for the declaration content remains with the consignor / consignee.

Import duty and VAT are payable by the consignee in the country of import, unless agreed otherwise via DDP (Delivered Duty Paid) terms. Where DDP is agreed, we collect the duty cost from the consignor at booking and settle with HMRC / DGDDI. PVA on the UK side and reverse-charge VAT on the French side handle most VAT cash-flow.

GVMS is the UK Goods Vehicle Movement Service. We generate a Goods Movement Reference (GMR) for the consignment before the driver presents at the UK port. Without a valid GMR, the carrier (ferry or tunnel) will not board the vehicle. GVMS is non-negotiable on every UK-direction movement.

BTOM is the steady-state UK import regime that has been in force since 2024. It introduces risk-tiered SPS controls, mandatory pre-notification on IPAFFS for SPS-controlled goods, and Safety & Security declarations on inbound EU goods. For most non-SPS B2B freight, BTOM has limited impact; for animal-origin and plant products, the risk tier determines the inspection profile.

Send an enquiry via the contact form, by email, or by phone to operations. We send a carrier set-up pack covering company details, EORI verification, billing terms, indemnities, accreditation copies and insurance summary. The set-up pack is typically returned within the working week of first contact.

Both. Most freight runs against an established account, but one-off and project-freight movements are accepted on a pro-forma basis with payment cleared before dispatch. Talk to operations about the specific job.

No. Rates are quoted on the specific route, volume, mode and cadence — a published rate card cannot capture the variability of the UK ↔ France corridor (seasonality, fuel, ferry capacity, etc.). Quotes are issued in writing with a defined validity period.

International road carriage between the UK and France is conducted under the CMR Convention. CMR caps carrier liability at 8.33 SDR per kilogram of gross weight short or damaged. Higher liability is available by declaring an enhanced value at booking against an additional premium. UK domestic legs run under the RHA Conditions of Carriage at £1,300 per tonne.

Note any loss or damage on the CMR / POD at delivery. Notify us in writing within seven days of delivery (sixty days for non-delivery). Send the claim documentation pack — commercial invoice, packing list, photographs, loss report, repair or salvage quotes — to operations. We acknowledge claim receipt and progress them in line with the CMR/RHA timetables.

Yes — policy summaries, cover levels and insurer details are provided in the carrier set-up pack we send to new B2B customers. The pack is renewed annually.

We come back to enquiries as soon as we have reviewed the brief — usually within the working day for straightforward lanes, longer for complex specifications (abnormal load, multi-leg routing, regulated commodities).

Operational tracking is account-level — the named account handler has live operational visibility and is the point of truth for "where is my freight". Pallet-network deliveries have per-pallet barcode tracking via the network platform.

Channel disruption is part of operating this corridor. We re-book to the next available crossing — ferry switches to tunnel or vice versa — and notify the consignor / consignee. Where the delay materially affects the consignment, we work with you on the recovery plan, including expediting onward delivery on the French side.

We carry ADR-classified consignments on confirmation. The consignor must classify, label and document the dangerous goods correctly; we operate ADR-trained drivers and compliant vehicles on the lanes where ADR freight is part of the routine flow. Confirm the UN number and class at quote.