International road freight is not simply a truck crossing a border. Vehicle planning,
transit permits, border documentation and the entry formalities in the destination country
are linked; when one link fails the truck waits, and the cost of waiting exceeds the cost of
the transport itself.
Choosing the exit gate
The border gate is determined by the destination’s geography, not by preference:
- Gürbulak — Iran, and via Iran to Turkmenistan, Uzbekistan, Tajikistan
and Afghanistan. - Sarp — Georgia, and via Georgia to Azerbaijan, Kazakhstan and Russia.
- Habur — Iraq; no transit country.
- Cilvegözü — Syria; located in Reyhanlı, where our office is.
The gate determines not only the distance but the number of transit countries, and every
transit country adds a document set and a possible wait.
FTL or LTL?
FTL suits time-critical, fragile or high-value cargo: the truck carries
only your goods, does not stop for other loads, and handling is minimised.
LTL suits shipments that do not fill a vehicle: the cost is shared with
other cargo on the same corridor, in exchange for a schedule that depends on consolidation.
The decision follows from volume, weight, whether the goods are palletised and stackable,
and how firm your delivery date is.
Documentation
The standard set for road export is the CMR consignment note, the commercial invoice,
the packing list and the certificate of origin. Corridors with transit countries also
require a transit declaration. EU-bound shipments may use ATR or EUR.1 movement
certificates. The exact list depends on the commodity and the destination, so we confirm it
while planning the shipment.
Working with a single counterpart
When the haulier, the customs broker and the domestic carrier are three separate
companies, responsibility is split at exactly the moment something goes wrong. We run all
three parts, so there is one counterpart throughout.