Destination port, vehicle dimensions and quantity decide which shipping method is workable — and which is merely cheaper on paper. Here is how CLW trucks leave the factory, and what we check before they sail.
Ro-Ro (roll-on / roll-off)
The default for complete, driveable trucks. The vehicle is driven onto an enclosed car-deck: no crane slings, no dismantling, and maximum protection from salt air. If your destination port has Ro-Ro service, this is usually the right answer.
Container — 40′ HQ, open-top and flat-rack
Light-duty vehicles, separate superstructures and CKD/SKD parts ride standard containers on the most frequent sailings. Over-height bodies (water cannons, vacuum units, crane-mounted trucks) go open-top for crane access; over-width loads go flat-rack while keeping standard container-vessel routing.
Breakbulk / bulk cargo
For non-driveable or oversized heavy units: deck-lashed with timber cribbing and heavy lashing gear. Fewer dimensional limits, economical per tonne on multi-unit lots.
Cross-border road and rail
For Central Asia, Mongolia, Russia and neighbouring markets, truck or rail freight delivers door-to-door or border-to-border — skipping seaport congestion and transshipment entirely.
Indicative transit (schedule-dependent): South-East Asia 7–15 days, Middle East 18–28, West Africa 25–40, South America 35–50; Central Asia by land 15–25. We quote the actual sailing window with your order confirmation.
We capture and verify everything while the vehicle is still in our hands:
Which method do you recommend for one fire truck?
Ro-Ro if your port is on the line, otherwise a 40′ open-top with the beacon removed and crane-loaded. We compare both quotes side by side — method choice is yours with our honest reading of cost versus risk.
Can you deliver to a landlocked capital?
Yes — rail or truck cross-border service reaches most Central Asian and landlocked destinations door-to-door; for others we quote the nearest port plus on-carriage in one number.
How is damage claimed if it happens?
Every unit is inspected and photographed at load. If damage appears at discharge, do not sign a clean delivery: note it on the dock receipt, photograph before unloading and notify us — the survey and claim run under the cargo insurance, and we replace what we must.
Do you handle DDP?
For selected markets, yes: we quote a single delivered-price including clearance and on-carriage. Where DDP is impractical, CIF + your broker remains the standard route and we brief your broker fully.
Tell us your truck model and quantity — an engineer replies within 12 hours with a factory-direct price.
Tell us the model and your requirement — an engineer replies within 12 hours, factory direct.
