One desk, end to end

We were built around a single complaint we heard repeatedly from exporters in Gujarat: nobody owns the shipment.

A booking team that does not speak to the documentation team. A rate that does not include the local charges. A tracking link that stops updating at the port of loading, and a phone number that rings in a different city. Every one of those is a handover, and handovers are where shipments are lost.

Scapex removed the handovers rather than trying to manage them. The person who prices your lane is the person who books it, files it and answers the phone when the vessel rolls. That is the whole proposition, and it is why our clients tend to send us the difficult shipments rather than the easy ones.

What we do

Ocean freight on FCL and LCL terms, air freight from three Indian gateways, road and rail movement across western and northern India, licensed customs broking, export warehousing and consolidation, and project cargo that will not fit in a container. All of it quoted together and invoiced once.

Where we work

Directly at twelve Indian sea, air and inland gateways, and into 128 countries through agents we have a working history with. We do not list a market we cannot actually deliver into.

How we quote

A firm all-in figure inside 24 hours, with the assumptions written down beside it. Freight, origin charges, terminal handling, documentation, customs and delivery — so the invoice at the end matches the number you put in your costing sheet at the start.

How a shipment actually runs here

The sequence is the same whether it is one pallet or a full charter, and we would rather you knew it in advance than discovered it.

1. You send the lane and the cargo. Origin, destination, commodity, rough dimensions and weight, your Incoterm. If you do not know something, leave it — we will ask rather than guess.
2. We classify and price. The HS code is checked before the quote goes out, not after customs query it, because the code decides the duty, the restrictions and often the paperwork.
3. You get one figure and the assumptions beside it. If something is excluded, it says so on the quote.
4. We book, collect and stuff. Factory collection where the commodity allows it, planned backwards from the terminal cut-off rather than forwards from your loading date.
5. We file. Shipping bill or bill of entry, with the invoice, packing list and any scheme or licence detail checked against each other first. Most delays are a document contradicting another document.
6. We follow it through. Examination, out of charge, delivery — and we tell you when something slips instead of waiting for you to ask.

What we will not do

This matters as much as the service list, and it is the reason some enquiries go elsewhere.

• We do not quote a rate we cannot hold, or leave charges off a quotation to make it look competitive.
• We do not describe cargo on a declaration as something it is not, whatever the saving.
• We do not claim offices, licences or partnerships we do not have. One office, Ahmedabad; agents elsewhere, named on request.
• We do not publish freight rates, transit times or free-day allowances as if they were fixed. They move, and a number that is stale is worse than no number.

How to check us

You should not have to take a forwarder's word for the rules it says it works under. The regulations, the licence framework and the filing system are all public: the CBIC publishes customs notifications, circulars and the Customs Brokers Licensing Regulations; DGFT covers IEC, licensing and the Foreign Trade Policy; and ICEGATE is the filing portal itself, where a bill of entry or shipping bill can be looked up against its own number. Our freight glossary and insights explain the terms and the procedure in plain language, and both say plainly when something changes often enough that you should confirm the current position before relying on it.