Fast, Predictable Road Deliveries

We organize full-truckload and bulk transport with a strong focus on punctuality, cargo safety and transparent costs. We select the right equipment and operating model to reduce downtime, losses and the risk of complaints.

FTL and Bulk Road Transport

When time and availability matter, road transport provides the fastest transition from loading to unloading. We organize full-truckload and bulk deliveries, matching the vehicle to the fraction, gate access and unloading method.

Door-to-Door Road Logistics

We plan and execute deliveries from the port, warehouse or terminal directly to the customer’s installation. We work based on time windows, HSE requirements and cargo securing standards, making deliveries repeatable and predictable.

/ What We Handle and From Where /

Corridors, Cargo Types and Road Transport Units

We handle domestic and international routes in a door-to-door model, as well as first-mile and last-mile transport to terminals, ports and warehouses. Our planning is based on unloading windows, HSE requirements and real fleet availability.

Dry Bulk Cargo

We transport dry bulk cargo, selecting the vehicle according to the fraction and the customer’s unloading method.

We define HSE and environmental requirements, cargo securing standards — including tightness and covering — as well as cleanliness rules for the loading space. This helps reduce dusting and losses per tonne while keeping ETA predictable.

Directions

Most often, we operate in the following model: ports / warehouses / terminals → industrial installations → distribution points.

For cross-border projects, we select border crossings and schedules according to traffic restrictions and drivers’ working time limits.

Operating Model

We work in three complementary modes:

FTL — for maximum predictability and fast ETA.
First / last mile — as delivery or pickup between a port, terminal, warehouse and installation.
Emergency / express mode — for critical batches, with a dedicated vehicle and 24/7 escalation.

Delivery Notification, Time Windows and ETA

In road transport, lack of preparation generates the highest costs: queues at the gate, missing ramps or forklifts, and missed time windows.

That is why we plan each delivery around the customer’s real operating conditions: unloading type, HSE requirements and gate entry procedures. We agree on the time window, confirm the delivery notification and manage the route so that ETA remains predictable and unloading is completed without unnecessary downtime.

Time window + delivery notification before entry
Gate / HSE requirements and unloading contact
ETA updates and quick response to deviations

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Slot Booking and Unloading

A slot at the customer’s site works like a terminal window: if it is not properly coordinated, you pay for waiting time and lose delivery rhythm.

We reserve or agree unloading slots, verify equipment availability — ramp, forklifts, tipper access, gravity unloading or silo connection — and prepare documents so the vehicle can enter and leave the site within the planned time.

After unloading, we close the operation with POD confirmation and a complete document package for settlement.

Slot confirmation and unloading checklist
Downtime minimization
POD + documents immediately after the operation

Request a Quote

/ Vehicle and Body Type /

Selected for Fraction, Unloading Site and Operation Speed

Each customer has different infrastructure: ramp, forklifts, tipper access, gravity unloading and dust-control requirements. We select the vehicle to reduce downtime, limit losses per tonne and maintain stable delivery windows.

TIPPER / BULK TRAILER Tipper / bulk trailer — dry bulk materials

Fast unloading where the receiver has suitable tipping conditions

When we choose this option: when fast unloading is important and the receiver has suitable conditions for tipping.

Cargobulk / dry bulk fractions — subject to agreement on dusting requirements

Advantagesspeed, simplicity and good cost/t

Notesdusting, tarpaulin protection, gate procedures and HSE requirements in the unloading zone

WALKING FLOOR Walking floor trailer

Controlled unloading without tipping — halls and infrastructure limitations

When we choose this option: when unloading must be controlled and performed without tipping, for example in a hall or where infrastructure is limited.

Cargodry bulk fractions / biomass — depending on granulation and material flowability

Advantagessafer unloading, flexibility and fewer infrastructure limitations

Notesmust be matched to the fraction and required unloading time; unloading zone and HSE control required

CURTAINSIDER / TARPAULIN Curtainsider / tarpaulin trailer — pallets, big bags, bags

Versatility and fast ramp handling

When we choose this option: when fast ramp handling and versatility are key.

Cargopallets, big bags / FIBC, bags — standard distribution

Advantagesfleet availability and easy side loading / unloading

Notescargo securing standards, moisture protection, ramp and forklift requirements

REEFER Reefer / insulated trailer — if required

Stable conditions for sensitive cargo

When we choose this option: if the product requires stable transport conditions.

Cargoonly selected sensitive cargo — according to product specification

Advantagestemperature and condition control

Notesto be used only for agreed cargo; condition monitoring if required

INTERMODAL ROAD LEG Containers / container chassis — intermodal road leg

Road leg to or from the terminal as one cargo unit

When we choose this option: when an HCPW/ISO unit is transported as the road leg to or from the terminal.

CargoHCPW/ISO — according to container type and agreement; one consistent cargo unit

Advantagestightness and one consistent cargo unit

Notesterminal slots and equipment, notification windows, gate-in and gate-out procedures

Vehicle Comparison — What to Choose?

The table below helps match the vehicle body type to the fraction, unloading infrastructure and expected level of quality control. The parameters are indicative — final selection depends on the cargo, unloading method, fleet availability, seasonality and HSE / environmental requirements.

Vehicle / body type	Typical features	Application / operational notes
Tipper — bulk / dry bulk materials	Fast tipping discharge; simple operation; good cost/t on repeatable routes.	Used when the receiver has suitable conditions for tipping and speed is important. Pay attention to dusting, tarpaulin protection, gate procedures and HSE requirements in the unloading zone.
Walking floor trailer	Controlled unloading without tipping; greater operational safety; lower infrastructure requirements on the receiver’s side.	For halls and sites with limitations where tipping is not possible. Selection depends on the fraction and expected unloading time; HSE procedures and proper unloading zone organisation are important.
Curtainsider / tarpaulin trailer — pallets, big bags, bags	Versatility; fleet availability; easy side loading and unloading; fast ramp handling.	For pallets, FIBC and bags in standard distribution. Key factors: cargo securing standards, moisture protection and compatibility with ramp and forklift requirements.
Reefer / insulated trailer — if required	Stable conditions, including temperature control / insulation; possibility to monitor transport conditions.	Only for selected sensitive cargo. Transport regime and possible condition monitoring should be agreed in advance.
Containers / container chassis — intermodal road leg	One cargo unit; tightness and reduced losses / dusting; terminal compatibility.	Road leg to or from the terminal for HCPW/ISO units. Requires terminal slots and equipment, notification windows and compatible gate-in / gate-out procedures.
Indicative parameters only — final vehicle selection depends on the cargo, unloading method, fleet availability, seasonality and HSE / environmental requirements.

Incoterms in Road Transport

In road transport, clear separation of responsibility is essential: from loading, through transport, to unloading and POD / CMR documentation. The bars below show who bears costs and risks at each stage under the most common terms: EXW, FCA, CPT / CIP, DAP, DPU and DDP.

The bars show which party is responsible for each section: from the plant on the left to POD on the right.

Seller Buyer

EXW Ex Works

The buyer organises collection; minimum seller obligations

Plant Loading Road transport Notification / gate Unloading POD

Delivery Buyer

Insurance Optional — Buyer

Formalities Buyer — depending on PL / EU / non-EU route

The seller makes the goods available at the plant. From that moment, cost and risk are on the buyer’s side, including collection organisation.

FCA Free Carrier

The seller hands the goods over to the carrier at the agreed place

Plant Loading Road transport Notification / gate Unloading POD

Delivery to the carrier → rest: Buyer

Insurance Optional — Buyer

Formalities Export — if applicable Import — if applicable

A good option when the buyer wants to use their own carrier but needs a clear point where responsibility transfers — FCA, agreed place.

CPT Carriage Paid To

The seller pays carriage to the named place; risk transfers earlier

Plant Loading Road transport Notification / gate Unloading POD

Delivery to agreed place → from that place

Insurance Optional — Buyer

Formalities Export — if applicable Import — if applicable

The seller pays freight to the named place, but risk transfers to the buyer when the goods are handed over to the first carrier — practically at the start of the road leg.

CIP Carriage & Insurance Paid To

Like CPT, but the seller provides cargo insurance

Plant Loading Road transport Notification / gate Unloading POD

Delivery to agreed place → from that place

Insurance Provided by Seller

Formalities Export — if applicable Import — if applicable

In practice, the seller pays for transport and insurance, but the transfer of risk works as in CPT — from the moment the goods are handed over to the carrier.

DAP Delivered at Place

The seller delivers to the place, excluding unloading

Plant Loading Road transport Notification / gate Unloading POD

Delivery to place of delivery → unloading / POD

Insurance Optional — Seller

Formalities Export — if applicable Import — if applicable

The seller delivers to the place and places the vehicle ready for unloading. The buyer organises and bears the risk of unloading and closing POD, such as signature, stamp or CMR confirmation.

DPU Delivered at Place Unloaded

The seller delivers and unloads at the place of delivery

Plant Loading Road transport Notification / gate Unloading POD

Delivery including unloading → POD

Insurance Optional — Seller

Formalities Import: Buyer — export: Seller, if applicable

DPU also places unloading organisation on the seller’s side. In practice, site HSE arrangements and availability of unloading equipment or staff are critical.

DDP Delivered Duty Paid

The seller covers everything, including duties and taxes, if applicable

Plant Loading Road transport Notification / gate Unloading POD

Delivery All stages: Seller

Insurance Optional — Seller

Formalities Export & Import: Seller — if applicable

The widest scope on the seller’s side: logistics, risk and, if applicable, customs clearance, duties and taxes in the country of delivery.

Road Transport Cost Calculator

Enter the route parameters: distance in km, vehicle type, weight / quantity, number of delivery points, time windows, season and optional buffer. The calculator will show an indicative cost range in PLN/t or PLN/trip, with a breakdown into: transport, road charges, loading / unloading and waiting time / demurrage, if applicable.

The calculation is indicative and shows an estimated PLN/t and PLN/trip range with a breakdown of cost components. Base rates can be adjusted in the configuration.

Mode

Affects the rate and availability risk multiplier.

Vehicle type

Selected according to the fraction, unloading method and HSE requirements.

Season

Demand and notification window multiplier.

Distance (km)

Door-to-door route based on actual road distance.

Mass / quantity

Conversions are indicative — final capacity depends on payload and dimensions.

Mass (t)

Typical payload: approx. 24 t per truck set, depending on cargo and weight limits.

Pallets (pcs)

Average assumption: 33 pallets ≈ 1 FTL, depending on layout and weight.

Big bags (pcs)

Average assumption: 1 FIBC ≈ 1 t, depending on bag specification.

Delivery points

Multi-drop increases time and delay risk.

Delivery window

A tight window means higher organisation and buffer costs.

Buffer (h)

Additional buffer for notification, gate-in or unloading.

Send for quotation Result unit: PLN/t + PLN/trip

“Send for quotation” places the parameters into an email body. You can replace it with a form link.

/ Step by Step /

Quality and Documents on the Road Section

01.
Quality Protocol

Requirements regarding moisture / dusting, covering method, securing, and cleanliness standards for the body or trailer.

02.
Traceability

Batch identification: LOT / SSCC / EAN, if applicable, route and status confirmations available on request.

03.
Transport Documents

CMR for international transport / consignment note, WZ, delivery notification and POD after unloading.

Each batch travels with a complete document package. In case of discrepancies, we initiate an explanation procedure according to the agreed methodology — photos, seals and unloading protocol.

How It Works — 4 Steps / Road → Unloading

Od planowania i slotów, przez załadunek i monitoring, aż po rozładunek oraz komplet dokumentów POD/CMR.

Planning & booking Unloading & POD

1) Planning

2) Loading

3) Transport

4) Unloading

Planning & booking

Unloading window, vehicle type, gate / HSE requirements and slot confirmation — to minimise waiting time and deviation risk.

Click a step on the timeline or use the “Previous / Next” buttons.

/ compliance /

Risk Management

PLAN A/B/C

We design the chain with “what if…” scenarios in mind to maintain continuity of installation operation.

/ We Measure What Determines Cost per Tonne /

SLA and KPI for the Road Section

01.
Punctuality

Delivery within the agreed time window, reported per order and per route.

02.
Completeness

Compliance of volume and documents; deviations are escalated immediately.

03.
Damage / Losses

Control of spillage, packaging damage and container damage.

03.
Visibility

Cargo status and complete documentation before unloading.

KPIs are reported periodically; results are used to adjust slot planning and buffer allocation.

/ FAQ /

Frequently Asked Questions

The most common questions about road transport: domestic and international routes, vehicle selection — tipper, walking floor, curtain-side truck, container — delivery notification and slots, waiting time, documents — CMR / POD / LOT / SSCC — intermodal road leg, as well as Plan A / B / C and KPI management.

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We handle domestic and international routes in a door-to-door model, as well as first/last mile sections to and from ports, terminals and warehouses. Planning is based on real unloading windows, gate / HSE requirements and fleet availability.

We transport bulk / dry bulk cargo as well as packaged cargo, including FIBC, big bags, sacks and pallets. We select the vehicle according to the fraction and unloading method to reduce dusting, losses per tonne and maintain a predictable ETA.

We work in three modes:

FTL — full truck load — maximum predictability and fast ETA, without cargo consolidation.

First/Last mile — delivery or collection between a port / terminal / warehouse and the installation.

Emergency / express — dedicated vehicle for critical batches plus 24/7 escalation.

We select the vehicle according to the fraction and receiver-side conditions:

Tipper — when the receiver has suitable tipping conditions and speed matters.

Walking floor — controlled unloading without tipping, for example halls or restricted sites.

Curtainsider / tarpaulin — pallets, big bags and sacks; versatility and fast ramp handling.

Container / chassis — intermodal road leg — road leg to or from the terminal for HCPW/ISO units.

Finally, we confirm gate requirements, unloading zone conditions and HSE procedures.

Yes, provided that the receiver offers a slot and the gate procedure is predictable. For tight windows, we plan route buffers, confirm the notification and minimise waiting-time risk.

Before the first delivery, we collect requirements such as opening hours, PPE / HSE rules, documents, entry rules and unloading contact. We then complete the notification according to the receiver’s standard and confirm the unloading slot.

We monitor waiting time and provide updates during the operation. Waiting-time settlement rules are agreed in the offer or transport order, including free time and overtime rate. We also help reduce waiting time through an unloading checklist, notification, vehicle compatibility and proper yard preparation.

Yes. We plan the order of delivery points, time windows and handling times to reduce delay risk and additional costs.

We agree on protection standards such as tightness, covering and tarpaulin use, cargo-space cleanliness and procedures in the unloading zone. Vehicle selection, such as tipper or walking floor, and proper yard organisation have a key impact on losses per tonne.

We select the vehicle body and protection standard according to the product, such as tarpaulin, covers and cargo securing. For cargo in bags or FIBC, palletisation and securing standards, as well as weather protection, are critical.

Depending on the route, these may include transport documents such as CMR, commercial documents, batch identification such as LOT / SSCC / EAN where applicable, notification and POD after unloading. In recurring projects, documents are provided according to the agreed standard, for example as a post-delivery package.

We provide POD as soon as possible after unloading, and the complete document set according to the process agreed in the order. This is often the same business day or shortly after the operation, depending on the receiver.

Yes. We handle terminal pickup and delivery as the road leg of intermodal transport for HCPW/ISO containers. Terminal slots, notifications and compatible gate-in / gate-out procedures are critical.

Not always. Road often wins on shorter routes, tight windows or emergency deliveries. Rail can be more favourable for large volumes and repeatable routes. We select the model based on total cost and timing risk.

We use Plan A/B/C: alternative routes and windows, including bans, detours and weight limits, backup fleet or vehicle replacement, and 24/7 escalation for critical batches. This helps us maintain supply continuity even when deviations occur en route.

We need the route, vehicle / body type, mass or quantity, number of delivery points, time window, season, possible buffer, gate / HSE and unloading requirements. Based on this, we select the model and provide a cost range in PLN/t or PLN/trip.

Yes, subject to vehicle availability and receiver-side windows. For critical batches, we activate a dedicated vehicle and fast escalation mode.

Most often: punctuality measured as delivery within the agreed window, completeness including volume and documents, damage / losses, and visibility including ETA, status and documents. KPIs help adjust the window and buffer plan.

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Fast, Predictable Road Deliveries

FTL and Bulk Road Transport

Door-to-Door Road Logistics

Corridors, Cargo Types and Road Transport Units

Delivery Notification, Time Windows and ETA

Slot Booking and Unloading

Selected for Fraction, Unloading Site and Operation Speed

Vehicle Comparison — What to Choose?

Incoterms in Road Transport

Road Transport Cost Calculator

Quality and Documents on the Road Section

How It Works — 4 Steps / Road → Unloading

PLAN A/B/C

SLA and KPI for the Road Section

Frequently Asked Questions

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