FCL Ocean Freight

We handle standard dry cargo containers (20’, 40’, and 40HC) and can arrange other equipment types when needed. 

Our main focus is door-to-port export shipments from Europe. If you need port-to-port or additional services around the export flow, share the details and we’ll confirm what makes sense for your lane and Incoterm.

Yes. We can deliver an empty container to your address across Europe for loading, provided the location is accessible by truck and site requirements are confirmed up front.

A side-loader can place the container on the ground (useful when you don’t have a dock or need stable placement). On-chassis loading means the container stays on the chassis while you load. We’ll recommend the practical option based on site access, timing, and loading method.

We work with common Incoterms including EXW, FCA, FOB, CFR and CIF. The Incoterm affects who is responsible for pickup, export steps, and risk transfer—so it needs to be clear before booking.

We keep you posted at every step via email or WhatsApp (your preference). After the container departs, we share the tracking link so you can follow the shipment movement.

Yes, we can handle regulated cargo types, including DG and reefer shipments. These moves require correct data and compliance steps, and acceptance depends on regulations and carrier requirements—so share the cargo details early.

To prepare a reliable FCL quotation we need the port of loading, port of discharge, and the loading address in Europe if inland transport is required. We also need the container type, the cargo description with HS code, the cargo value for insurance purposes, the agreed Incoterm, the cargo ready date, and the gross weight per container. When this information is incomplete, quotations become assumptions and assumptions turn into additional costs later in the shipment.

A proper FCL quotation is a full cost breakdown, not a single number. The rate normally includes ocean freight, origin terminal handling charges, export documentation as well as mandatory surcharges such as fuel and congestion fees. Depending on the scope, customs clearance and inland transport may also be included. When a rate looks too simple, it usually means part of the journey has not been priced yet.

Ocean freight is a market-driven service. Shipping lines continuously adjust capacity, fuel prices change, equipment shortages appear on specific trade lanes, and peak season demand pushes rates upward. This means prices can move weekly. Stability exists during calm markets, but during busy periods the market can change faster than most shippers expect.

In stable markets, FCL rates are often valid for around thirty days. In volatile markets the validity may shrink to one or two weeks, and in peak season space may be confirmed only once the booking is secured. Confirming a booking quickly after receiving a quotation helps avoid price changes.

The decision depends on whether your cargo is weight-driven or volume-driven. Heavy cargo is often better suited for a 20FT container because of road weight restrictions, while volume-heavy cargo benefits from a 40FT or 40HC container. Choosing purely based on cubic meters without checking weight limits can lead to serious transport restrictions later.

In Germany and the Netherlands, the practical maximum cargo weight is limited more by road regulations than by the container itself. While both 20FT and 40HC containers can technically carry around twenty six to twenty eight tons under ISO limits, road transport within the EU usually restricts usable payload to about twenty two to twenty four tons for a 20FT container and around twenty one to twenty two tons for a 40FT or 40HC container. Because of axle weight restrictions, a 20FT container is generally better suited for heavy cargo, while a 40HC is typically used for volume-driven shipments rather than maximum weight.

Special equipment such as refrigerated containers, open top containers, and flat racks can be arranged depending on cargo type and route availability. These containers require earlier planning and booking because availability is more limited than standard equipment.

Yes, cargo from multiple suppliers can be consolidated into a single container. This process requires coordination of pickup schedules, warehouse consolidation, and careful documentation management. When documentation is inconsistent, the entire container can face delays at customs.

Responsibility for loading depends on the agreed Incoterm. Under EXW Incoterm, we deliver the empty container to the shipper and they arrange stuffing , while under FOB the shipper delivers the full container to the terminal . Incorrect loading is one of the most common causes of cargo damage and insurance claims.

The Verified Gross Mass is a mandatory safety requirement for all containers. Without it, the container cannot be loaded onto the vessel. We submit the VGM to the carrier, but the accuracy of the weight must be provided by the shipper.

Customs clearance responsibilities depend on the Incoterm and the agreed service scope. We can handle export and transit formalities when included in the shipment.

Customs authorities may request scanning or physical inspection. This can result in additional storage and handling charges depending on the outcome of the inspection.

Cargo insurance is not automatically included in freight forwarding services. Freight forwarder liability is limited by international conventions, which often provide minimal compensation compared to cargo value.

Demurrage applies when the container stays too long inside the port terminal, while detention applies when the container is kept outside the terminal longer than the allowed free time.

Yes, Cross-border trucking within Europe can be integrated into the shipment before export.

Booking two to three weeks before cargo readiness is recommended, and earlier during peak season. Last-minute bookings increase the risk of rollovers and delays.