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It hides it on the parcel and the paperwork we control, which is the useful and honest scope. Blind shipping here means neutral outer packaging with no supplier branding, no invoice or promotional insert from the manufacturer, and shipping documents issued so that the store name on the label is the name your customer sees. What no fulfillment partner can erase is anything printed by the factory inside the box — a warranty card, a manual with a logo, or a carton that arrives carrying a brand you did not approve. That is why the packing materials and the in-box contents are agreed once and then checked at goods-in rather than trusted per shipment. Semi-sensitive and regulated products still need a channel answer before a date is promised; neutral packaging changes who the parcel appears to come from, not what the border thinks the goods are. Compensation on a claim is based on the declared value. The operation is described on our blind shipping service record.
No. We accept one-piece orders with no minimum commitment, and a slow month should not become a fixed cost you pay for anyway. What a single-order operation genuinely needs is not volume but discipline: the order has to reach the pick queue with a valid address, the stock has to be where the system says it is, and the handover to the carrier has to happen before the collection run leaves. Our published order accuracy is at or above 99.5% measured at the order-line level, with mispicks below 0.01% of lines, and every adjustment to a count carries a reason code and an approver, because a warehouse that can edit a number without a trace has a belief about accuracy rather than a measurement. Cut-off is 16:00 China time for a same-day handover; after it, the order is staged for the next one. Storage and handling are quoted per line rather than as a minimum invoice. The full working detail is on the single-order fulfillment page.
As much as possible, for one arithmetic reason: the same minute of labour costs materially less at origin than it does after the container has crossed an ocean, and a rejected carton at an inbound center costs you a reschedule as well as the work. The prep we run in the Dongguan and Suzhou warehouses is the standard set — marketplace labeling to the specification current on the booking date, polybagging with the suffocation warning where a bag is used, and a check that the pack pattern on the carton matches the file you sent. Specifications change, so we treat the label artwork as an approved document rather than a habit, and the check is recorded against the shipment rather than assumed from the previous one. What prep cannot do is make a regulated product compliant: conformity evidence, battery documentation and any legal marking stay the seller's responsibility. Related: our labeling and relabeling service and the FBA prep page.
It can cover the import clearance for a consignment that then distributes onward, which is not the same as one entry for every destination parcel. Once goods are in free circulation in the EU after clearance at a Dutch point, moving them to Belgium or to the German border region is an intra-community transfer rather than a fresh import, so the paperwork weight sits at the front of the chain. What still has to be sorted separately is the VAT position in each country of delivery and any excise or regulated category in the mix. Our Netherlands lane publishes 5-9 working days air door-to-door and 28-38 days ocean express for the major-port band, both approximate and indicative, and the onward European leg is quoted as its own line rather than folded silently into freight. The entry-point logic and the four departures are written out on the China to Netherlands route page, with the wider door-to-door terms on the DDP service page.
Because the two destinations clear twice. A peninsula delivery enters the EU at the first port and moves on to the recipient, while the Canary Islands sit outside the standard EU VAT territory, so a shipment that has already cleared into Spain then faces the island procedure before it can be handed over. Add an inter-insular sea or air leg and you get a second handling window that no mainland schedule predicts. Balearic destinations such as Mallorca sit inside the VAT area but still add an island leg, which is a different problem with the same symptom. Our published bands for Spain are 5-9 working days by air door-to-door and 28-38 days by ocean express into major ports, approximate and indicative, and any battery, blade or ingestible item needs a channel confirmation before a date is promised. We ask for the postal code before quoting, not after the booking, because the islands change the count of customs events. The lane breakdown is on the China to Spain route page.
On DDP the importer of record is the party we name at quoting stage, not a blank that appears at the border; on DDU it is you, and Italian duty and import VAT land on your file. That single difference is why an Italy quote has to state the term in writing before the booking. Practically, the Genoa and Milan gateways carry most of our Italian volume for the north, while southern regions and the islands pick up an extra domestic leg after clearance, so a Milan door and a Palermo door are not the same transit number even on the same vessel. Our published bands are 5-9 working days for air door-to-door and 28-38 days for ocean express into major EU ports, approximate and indicative rather than guaranteed. Incoterms we support on this site are EXW, FCA, DAP and DDP. Compensation on any claim is based on the declared value, so declare what the goods are worth. Details and the departure options are on the China to Italy route page.
DDP on this lane means the quoted sender carries freight, export clearance, import clearance, duty and tax through to the door, so your customer in Belgium receives the parcel with nothing further to pay. Belgium is usually the small end of a Benelux picture: a consignment entering at Antwerp can clear once and then move onward into the Netherlands and northern France without a second import file, which is why the entry point is worth naming in the booking rather than leaving to the carrier. What we publish for the lane is air door-to-door at 5-9 working days and ocean express into the major North Sea ports at 28-38 days, with the rail band we have already announced at 12-20 days for the box-and-pallet work; those are ranges on our published schedules, not promises about a particular quay, and they move with carrier sailings, season and clearance processing. Semi-sensitive goods, meaning anything with a blade, an ingestible claim or a child-toy conformity question, need a channel answer before a date is quoted. The route page for China to Belgium lists the four departures and what each one includes.
Documentation and sequencing, not weight. A large shipment is one that needs a bigger box; a project is one where several independent approvals have to be aligned in time before anything moves. The chain we plan around is the dimension and weight certificate, the lifting plan with the rigging gear specified, the route survey for the inland legs, the permit or permits for the road and quay handling, the stowage and lashing plan accepted by the carrier, and the insurance position stated before sailing. Miss any one of them and the unit sits, because each belongs to a different party — the engineer, the authority, the terminal, the line. That is also why project cargo pricing cannot be a per-kilogram number: the cost is the sum of the events. We book the legs and hold the document chain together; we do not issue the certificates or the permits ourselves.
Two clocks matter and only one of them is ours. The first is the order reaching our system: an order pulled after the warehouse has finished its pick wave is a next-day order no matter how fast the packing bench is, so the sync interval on your store channel is part of the dispatch promise. The second is our goods-in and handover cut-off, which is 16:00 China time; orders inside it go to the same-day collection run, orders after it are staged and released on the following one. Same-day dispatch is a handover event, not a delivery estimate — the transit figure starts when the carrier takes the parcel. Air DDP to the US and EU is the 5-9 working day band and ocean express to the US West Coast is 18-25 days, both approximate and indicative because carrier schedules and seasons move. We report the timestamp for each order at handover so a dispute about which clock failed is settled by data. Our order accuracy is at or above 99.5%.
Four files, and the shipment is delayed by whichever one of them disagrees with the others. First is the marketplace dispatch ID or purchase order that the inbound plan was created against, because the receiving center matches cartons to that record and not to your invoice. Second is the packing list at carton level, showing the count and the contents pattern actually loaded, which is what gets checked if a seal is broken. Third is the label file version used for the run, so a relabel after a specification change can be traced to a date instead of becoming an argument. Fourth is the export set for the leg: declaration filed by us on the shipper's written authority, plus the carrier booking confirmation. For battery, magnet or liquid contents, the transport document for that channel is a fifth file and is settled before booking, not at the gate. We keep the four in one folder per shipment and send it before the container is gated in.
