Netherlands vs Poland vs Germany: Picking Your EU Distribution Hub
Introduction
Every year, thousands of China-based sellers and brands arrive at the same fork in the road. The factory orders are placed, the ocean freight is being booked, and then comes the question that quietly decides whether a European expansion makes money: where exactly should the goods land and sit before they reach customers? For most shippers the shortlist narrows to three countries. The Netherlands offers Rotterdam, Europe’s largest port, and a long reputation for customs-friendly efficiency. Germany offers the continent’s biggest consumer market and two deep-water gateways in Hamburg and Bremerhaven. Poland offers lower operating costs, a Baltic port that is growing faster than any of its western rivals, and a location that puts Central and Eastern Europe within easy reach.
None of these choices is universally right. A brand shipping bulky furniture to German households has a very different problem from a marketplace seller moving thousands of small parcels a week across twenty-seven member states, and both differ from an electronics distributor replenishing retail chains in Warsaw and Prague. The hub you choose affects your port fees, your trucking distances, your VAT cash flow, your exposure to labour shortages, and how quickly you can respond when a customs rule changes. It is a decision worth making on data rather than habit.
This guide compares the Netherlands, Germany and Poland using the most recent 2026 port statistics, current warehouse market signals and the new EU customs measures on low-value parcels. It then turns the comparison into practical guidance for different business models. The figures quoted come from first-half 2026 port reports and broker research published during the year, so treat them as a snapshot rather than a promise, and always confirm live rates and capacity with quotes before committing to a lease or a contract.
Why the Hub Decision Matters More Than the Ocean Freight Rate
When importers compare quotes, the ocean freight line gets most of the attention because it is the most visible number and the most volatile one. Yet for many product categories it represents only a fraction of the final landed cost once you add port handling, inland haulage, warehousing, duties, VAT financing, pick-and-pack labour and last-mile delivery. A hub that saves two hundred euros per container on the water but adds a day and a half of trucking to every pallet, or forces you to pre-pay import VAT that a competitor defers, can erase the advantage within a quarter.
There is also the matter of resilience. The past few years have taught European importers that a single gateway is a single point of failure. Terminal congestion, strikes, low river levels on the Rhine, schedule disruptions and geopolitical shocks all show up at the quayside first. A distribution hub is therefore not just a place to store goods but a node in a network, and the best node is the one that gives you options when something goes wrong elsewhere.
Finally, the regulatory environment is shifting under importers’ feet. The European Union ended the era of duty-free low-value parcels on 1 July 2026, and further fees are on the way. Because customs treatment, VAT mechanisms and fulfilment costs differ by country, the same product can be profitable in one hub and marginal in another. Keep that in mind as we move through the comparison.
The sections below start with what the ports are actually doing this year, because infrastructure performance is the foundation on which every hub sits.
The 2026 Port Picture: What the Latest Numbers Say
Rotterdam: Stable, Strategic and Short of Terminal Space
The Port of Rotterdam handled 212.0 million tonnes of cargo in the first half of 2026, up 0.4 percent on the same period last year. The container story, however, was flat. Container throughput slipped 0.1 percent in TEU and fell 2.6 percent by weight, to 98.5 million tonnes. The most revealing detail is the split underneath that headline. Volumes to and from North America rose 13 percent on the back of additional services, while transhipment volumes dropped 20 percent, a decline the port authority put down to a lack of available terminal capacity.
In other words, Rotterdam is not losing relevance; it is running into physical limits. The port authority expects additional capacity to come online at several container terminals from the end of 2026, which should create renewed room for growth. Direct container traffic with Persian Gulf countries represents only about one percent of Rotterdam’s box volume, so the closure of the Strait of Hormuz earlier this year had a limited direct effect, even though higher energy prices and uncertainty have unsettled the wider market. For shippers, the practical message is that Rotterdam remains dependable but that peak-season yard congestion and tight transhipment capacity are worth planning around.
Rotterdam’s inland strength is also worth noting. Hinterland container transport grew 11 percent in the first quarter of 2026, and new rail services, including a link to Munich, are reducing reliance on trucks. That matters if your hub strategy involves pushing containers deep into Germany or Central Europe by barge or rail rather than road.
Hamburg and Bremerhaven: Two German Gateways, Two Different Stories
Germany’s two largest container gateways moved in opposite directions in the first half of 2026. Hamburg handled 56.1 million tonnes in total, down 3.1 percent, and about 4.0 million TEU, a little under four percent below the previous year. Trade with the United States fell 13.5 percent, and container handling with China and the United Kingdom also weakened. The Hamburg Port Authority pointed to ongoing terminal modernisation at HHLA, which has temporarily reduced available handling capacity.
Bremerhaven, by contrast, had a strong half. The ports of Bremen and Bremerhaven together handled 34.5 million tonnes, up 5.9 percent, and container throughput reached about 2.6 million TEU, an increase of 5.7 percent. Bremerhaven’s container terminal, with 14 berths for large vessels and roughly five kilometres of quay, is positioned as one of the best-connected facilities in Europe. Further along the coast, Wilhelmshaven’s deep-water terminal surged 36 percent from a smaller base, a reminder that German capacity is being redistributed rather than simply shrinking.
Gdańsk: The Challenger Everyone Is Watching
No major European port has had a better 2026 so far than Gdańsk. The Polish port handled a record 41.7 million tonnes of cargo in the first half, up 9 percent, and container throughput reached nearly 1.6 million TEU, a 23 percent increase on the year before. The Baltic Hub Container Terminal alone moved 13.8 million tonnes. In the first quarter, container throughput had already jumped 22 percent to 761,896 TEU, and in August the port recorded its first month above 8 million tonnes of total cargo.
The port’s leadership has linked this growth to strong domestic demand and expanding exports, and has openly said 2026 could be another record year, while cautioning that a realistic assessment will only be possible in October or November. The growth is not accidental. Gdańsk has invested in deep-water berths that can accept large vessels, and it benefits from Poland’s position as a manufacturing and consumption market in its own right. For shippers serving Poland, the Baltic states, Czechia, Slovakia and parts of Scandinavia, it increasingly offers a genuine direct-call alternative to routing everything through Rotterdam or Hamburg.
The table below pulls the headline figures together.
| Port | H1 2026 container volume | Change vs H1 2025 | What it signals |
| Rotterdam | Flat (-0.1% in TEU); 98.5 Mt container tonnage | Flat; transhipment -20% | Reliable but capacity-constrained until new terminal capacity opens at year end |
| Hamburg | About 4.0 million TEU | Roughly -4%; US trade -13.5% | Temporary capacity loss from terminal modernisation; China and UK volumes softer |
| Bremerhaven (with Bremen) | About 2.6 million TEU | +5.7% | Strong momentum, efficient deep-water calls, good rail links |
| Gdańsk | Nearly 1.6 million TEU | +23% | Fastest-growing major port; record first half and record August |
Sources: Port of Rotterdam Authority, Port of Hamburg, bremenports and Port of Gdańsk Authority first-half 2026 releases.
The Netherlands as a Distribution Hub
Where the Dutch Model Wins
The Netherlands has spent decades building itself into Europe’s front door, and the infrastructure shows. Rotterdam offers the widest choice of Asia-Europe services, which means more sailing options and more flexibility when a vessel is rolled. A dense ring of inland terminals, barge services along the Rhine and rail links into Germany, Belgium and beyond let you reach roughly 170 million consumers within a day or two by road. Distribution parks around Venlo, Tilburg, Roosendaal and Moerdijk are purpose-built for pan-European fulfilment, with experienced labour pools used to multilingual, multi-country order handling.
The Dutch customs and tax environment is the other major draw. Importers using the Article 23 deferment licence can defer import VAT instead of paying it at the border and recovering it later, which protects cash flow, particularly for high-value goods. Non-EU companies can also appoint a fiscal representative to handle these obligations without setting up a local entity. Because many freight forwarders and customs brokers in the Netherlands handle non-EU importers daily, the clearance process tends to be predictable, and that predictability has real value when you are shipping at scale.
Dutch hubs are also well suited to goods that will be re-exported. If a container lands in Rotterdam and the goods are then dispatched to Germany, France, Italy and Spain, the Netherlands functions as a clean consolidation point.
Where It Hurts
The cost of that convenience is high. Dutch logistics real estate is among the most expensive in Europe, and availability is tight. Long-running research from Garbe and Oxford Economics singled out Venlo and South Limburg as markets with the strongest forecast rent growth, and the same research found Dutch logistics rents had risen 43 percent over the five years to mid-2024. Labour is expensive and scarce, and nitrogen and grid-congestion constraints are slowing new development, a theme the Port of Rotterdam Authority itself flagged in its first-half 2026 report.
Capacity at the quayside is the other pressure point. With transhipment volumes down 20 percent because of terminal constraints, shippers using Rotterdam during peak weeks should expect longer dwell times. The Netherlands also postponed its planned national handling fee on low-value parcels in anticipation of an EU-wide approach, which removes one near-term cost but leaves some uncertainty about what comes next.
Who the Netherlands Suits Best
The Dutch hub fits importers moving higher-value goods, brands that ship to several EU countries from one stock pool, and businesses that rely on VAT deferment to preserve working capital. If your average order value is high and your margin can absorb premium rents, the Netherlands tends to deliver the most mature ecosystem.
Germany as a Distribution Hub
Market Access and Port Options
Germany is the largest economy in the European Union and the largest single consumer market for most product categories. Putting stock in Germany means putting it close to roughly 84 million people with high purchasing power and a strong online shopping habit. For brands whose sales skew heavily to Germany, Austria and Switzerland, a German warehouse is not merely an option but often the default, because next-day delivery expectations in these markets are demanding and returns are common.
The port choice within Germany matters more than most shippers realise. Hamburg is the largest gateway and the natural entry for cargo heading to northern and eastern Germany, but its 2026 results show the effect of terminal modernisation and weaker trade with several partners. Bremerhaven has been the stronger performer this year and offers excellent rail and road connections into the Ruhr, Hesse and Bavaria. Wilhelmshaven’s growth suggests that vessel operators are experimenting with alternatives. A forwarder with real German port expertise can often save days by matching the vessel call to the final delivery region instead of defaulting to Hamburg.
Germany’s central position is the other advantage. From logistics clusters around Frankfurt, Kassel, Leipzig and the Ruhr, most of Western and Central Europe can be reached within a day or two, which is why many multinational brands run a German central warehouse even when their goods arrive through Rotterdam.
Costs and Compliance Realities
German logistics rents were largely stable in the first half of 2026, according to REALOGIS. Across 33 surveyed markets, prime rents for new-build space averaged 7.58 euros per square metre per month, while the eight largest markets averaged 9.19 euros and Munich reached 14 euros. That puts Germany below the Dutch hotspots in most regions, but well above anything you would pay in Poland. Labour costs are similarly high, and works-council rules, Sunday working restrictions and notice requirements make staffing less flexible than in some neighbouring countries.
The compliance burden is also heavier. Germany applies extended producer responsibility rules for packaging through the LUCID register, and similar obligations exist for electronics and batteries. Sellers who store goods in Germany typically need a German VAT registration, and the tax authorities enforce rules on e-commerce stock held in fulfilment centres with particular rigour. None of this is a reason to avoid Germany, but it does mean your budget should include compliance costs from day one.
Who Germany Suits Best
Germany is the right hub when the German-speaking markets are your core customers, when speed and returns handling are central to your proposition, or when you serve retail and industrial buyers who expect local stock. It is rarely the cheapest option, but for brands where conversion depends on delivery promise, it can be the most profitable.
Poland as a Distribution Hub
The Cost Advantage Is Real
Poland’s central appeal is straightforward: you can run a modern warehouse operation for substantially less than in the Netherlands or Germany. Eurostat’s most recent labour cost comparisons put average hourly costs in Poland at roughly a third of the Dutch and German levels, and modern logistics space in Polish hubs typically rents for a fraction of Dutch prices. BNP Paribas Real Estate noted in its second-quarter 2026 review that Polish prime rents have been picking up, so the gap is narrowing, but it remains wide.
That cost base is attractive for goods where fulfilment labour is a large share of the cost of serving a customer: apparel with high return rates, small-parcel e-commerce, kitting and light assembly, or value-added services such as relabelling and quality inspection. A Polish warehouse can serve Germany surprisingly well, since the main logistics clusters around Poznań, Wrocław and Szczecin sit within a day’s drive of Berlin and Dresden.
Poland is also a market in its own right. Online retail is expanding, domestic consumption has proved resilient, and Gdańsk’s management has credited strong domestic demand for its record container growth. Foreign e-commerce operators have been moving into the Polish logistics market, a trend visible in broker news throughout September 2026.
Ports and Connectivity
Gdańsk’s Baltic Hub and the growing direct calls from Asia-linked services are the main reason Poland has become credible as an entry point rather than only a warehouse location. Cargo can arrive at Gdańsk and move by rail or road to Warsaw, Łódź or the Czech border without touching a western port. For customers in Central and Eastern Europe, that removes several days of trucking and one layer of handling cost.
Poland is also the natural entry point to the rail corridors linking China and Europe, and a handful of intermodal terminals near the eastern border serve this traffic, although rail routing is subject to wider geopolitical constraints and is not suitable for all cargo.
Limits and Risks
Poland is not a drop-in replacement for a Dutch or German hub. The standard VAT rate is 23 percent, the highest of the three countries, and Polish customs and tax procedures can be less forgiving to first-time importers who lack local support. Western European customers, particularly in the Netherlands, Belgium, France and the UK, are further away, and the road network, while improving fast, still has bottlenecks near borders. Labour is cheaper but is also tightening as wages rise and as more international operators compete for the same workforce.
Direct Asia sailings to Gdańsk are growing but remain fewer than those to Rotterdam or Hamburg, so many shippers will still route some volume through a western port and feed it east. Resilient planning means treating Gdańsk as a strong option but not the only one.
Head-to-Head: Cost, Speed and Risk Compared
The table below summarises how the three hubs compare on the factors that matter most to importers. Figures marked as indicative are drawn from broker and port reports and rounded to give a sense of scale; actual quotes will vary by city, specification and lease term.
| Factor | Netherlands | Germany | Poland |
| Standard VAT rate | 21% | 19% | 23% |
| Import VAT cash flow | Deferment licence available, strong for importers | Deferral possible, usually requires more local setup | Simplified mechanisms exist, but authorisation-dependent |
| Prime warehouse rent (indicative) | Highest; roughly 8 to 11 euros per sqm per month | Mid to high; 7.58 euros average prime, up to 14 in Munich | Lowest; roughly 4 to 6 euros per sqm per month |
| Warehouse labour cost (indicative) | High | High | About one third of Dutch and German levels |
| Port depth and service choice | Widest choice; terminal capacity tight | Strong via Hamburg and Bremerhaven | Growing fast; fewer direct Asia calls |
| Best reach by road | Benelux, northern France, western Germany | Germany, Austria, Switzerland, Central Europe | Poland, Baltics, Czechia, Slovakia, eastern Germany |
| Compliance burden | Moderate; experienced broker market | Higher; packaging and registration rules | Moderate; local support recommended |
Transit time deserves its own comment. Typical port-to-port ocean transit from South China to a North European port runs around four to five weeks depending on service and routing, with Rotterdam often at the faster end because of the number of direct services. Hamburg commonly adds a few days when vessels call Rotterdam or Antwerp first, and cargo to Gdańsk may arrive either on a direct call or through a feeder from a western hub, which can add several days. Schedule reliability remains a concern across the industry, with Sea-Intelligence reporting global reliability at 62.6 percent in June 2026, so building buffer into any hub plan is sensible regardless of destination.
Risk also looks different in each country. The Netherlands concentrates risk in congestion and cost, Germany in compliance complexity and labour rigidity, and Poland in thinner direct shipping options and rising wage pressure. A single-country strategy accepts one profile of risk; a two-country strategy balances them.
How the 2026 EU Customs Changes Affect Your Choice
Any hub decision made in late 2026 has to account for the end of duty-free treatment of small parcels. Since 1 July 2026, the EU applies a fixed customs duty of 3 euros per item on parcels valued under 150 euros, calculated per distinct product category by tariff code, as a temporary measure until a permanent framework takes effect around 2028. The Council and Parliament also agreed on 26 March 2026 to introduce a separate handling fee on small e-commerce consignments, and the timing and exact amount were still being finalised as of this writing, with November 2026 widely cited as the target and a figure of around 2 euros discussed.
The reason this matters for hub selection is that the levy applies to low-value parcels entering the EU, not to goods that arrive in bulk and are cleared before being stocked in a local warehouse. Advisers at DLA Piper noted that bulk importing can avoid the per-item levy, although regular customs duties then apply. For sellers who previously shipped single parcels direct from China to European consumers, the economics now favour moving stock in containers, clearing it once, and fulfilling from a hub inside the EU. That shift is a major reason demand for European fulfilment capacity is rising.
The change also reshapes the comparison between countries. Because the new levy and fee are EU-wide, they do not by themselves favour any one hub, but the way you clear and finance bulk imports does. A Dutch hub with VAT deferment will smooth the cash impact of larger inbound shipments. A Polish hub will cut the cost of storing and handling many small items. A German hub will keep delivery times short for the largest market. The right answer depends on which of those three benefits your business monetises best.
One practical caution: national measures introduced earlier in 2026 by countries such as Romania, Italy and France have created a patchwork of local fees, and rules continue to evolve. Treat any hub plan as something to be reviewed every six months rather than set once.
Matching the Hub to Your Business Model
Cross-Border E-Commerce Sellers
Marketplace sellers and direct-to-consumer brands tend to fall into one of two camps. Those selling mainly to German-speaking customers usually benefit from stock inside Germany, because delivery speed and easy returns drive conversion on the big platforms. Those selling across many EU countries often start with one central hub and add a second location later. For the second group, a Dutch or Polish primary hub is common, with the choice between them depending on whether the product’s value can carry higher rent.
Low-margin, high-volume sellers, such as those in accessories, homeware or small electronics, should look hard at Poland, because fulfilment labour becomes the biggest controllable cost line once the per-item customs duty is in force.
Brands Supplying Retailers and Distributors
Brands that sell to retail chains, wholesalers and industrial customers care less about parcel pricing and more about pallet-level reliability, lead times and the ability to hold safety stock close to the buyer. For these shippers, the Netherlands and Germany tend to dominate, with Rotterdam or Bremerhaven as the entry point and a distribution centre placed to minimise delivery days to the key accounts.
Bulky, Low-Value-Density Goods
Furniture, outdoor equipment and large appliances punish expensive floor space, because they use a lot of volume for each euro of revenue. Poland’s low rents and wide availability of large units can make a real difference here, provided the final customers are within easy reach of Polish roads.
| Business profile | Likely best primary hub | Reasoning |
| Marketplace seller, mainly Germany and Austria | Germany | Delivery speed and returns handling drive conversion |
| Multi-country EU brand, higher value goods | Netherlands | Central access, VAT deferment, broad port choice |
| High-volume small-parcel seller | Poland (with a western feeder) | Labour savings outweigh longer distances to western customers |
| Retail and wholesale replenishment | Netherlands or Germany | Reliability and proximity to key accounts |
| Bulky furniture or outdoor goods | Poland or Germany | Space cost versus customer location |
| Selling mainly to CEE and the Baltics | Poland | Direct Gdańsk access and lowest cost base |
Building a Hybrid Network
The most sophisticated importers increasingly refuse to choose just one. A common pattern pairs a Dutch or German primary hub, holding fast-moving stock and serving Western Europe, with a Polish secondary hub that serves Central and Eastern Europe and handles slower-moving, labour-intensive or oversized items. Containers can be split at origin so that part goes to Rotterdam or Bremerhaven and part to Gdańsk, which reduces both transport distance and port-concentration risk.
The trade-off is complexity. Two hubs mean two VAT registrations, two sets of warehouse contracts and an inventory-allocation problem that needs good planning software and disciplined replenishment. It is usually worth considering only once you ship enough volume that the savings in transport and fulfilment exceed the added administration, which for many e-commerce businesses happens at somewhere between a few hundred and a few thousand orders a day.
If you are not yet at that scale, a pragmatic approach is to start with the single hub that matches your largest market and keep a short list of alternative warehouses that can be activated if volumes or regulations change.
How Topway Shipping Supports Your EU Hub Strategy
Choosing a hub is only half the job; the other half is making sure goods actually reach it on time, correctly declared and at a predictable cost. Topway Shipping, headquartered in Shenzhen, has been a professional provider of cross-border e-commerce logistics solutions since 2010. The founding team brings more than 15 years of experience in international logistics and customs clearance, with a particular focus on China–U.S. transportation, and that background translates well into European routes where documentation accuracy and clean handoffs determine whether cargo flows smoothly.
The company’s services cover the whole chain: first-leg transportation from China, overseas warehousing, customs clearance and last-mile delivery. For sellers who are still deciding between the Netherlands, Germany and Poland, that end-to-end structure is useful because it allows the hub decision to be tested against the real cost of each stage rather than a single freight quote. Topway Shipping also offers flexible full-container-load and less-than-container-load ocean freight from China to major ports worldwide, which means a shipper can send a full container to Rotterdam or Bremerhaven when volume justifies it, or consolidate smaller lots through LCL while testing a new market.
In practice, a sensible way to use a provider like Topway Shipping is to begin with a trial shipment split across two routes, for example one LCL consolidation toward a Dutch or German gateway and another toward a Baltic or Polish option, then compare actual door-to-door timing, handling charges and exception rates. Real shipment data will always outperform a spreadsheet model, and a forwarder that controls both the first leg and the clearance can usually explain precisely where time and money were gained or lost.
Customs clearance deserves special attention in 2026. With new per-item duties and handling fees in play and a patchwork of national rules, accurate tariff classification and consistent product descriptions have become a real source of savings and risk reduction. Working with a team that has spent years inside customs processes helps ensure that when your goods reach an EU hub they are declared once, correctly, and are ready to be picked and shipped to customers.
A Practical Framework for Making the Decision
Start with your customers rather than your suppliers. Map where your orders actually come from by country and region, and calculate how many of them can be reached within one day, two days and three days from each candidate hub. This single exercise often settles the question, because delivery time maps directly onto conversion rates and return rates.
Next, build a full landed-cost model for each candidate hub, including ocean freight, port and terminal charges, inland haulage, warehouse rent, labour, VAT financing, packaging compliance and the 2026 duty and fee changes. Use real quotes, not rules of thumb, and model both a base case and a stress case in which rents rise and port congestion adds a few days of dwell time.
Then test resilience. Ask what would happen if your chosen port suffered a two-week disruption, if the warehouse labour market tightened by ten percent or if a new national fee were introduced. A hub that looks marginally cheaper on a normal day but has no backup route is a poor bet.
Finally, pilot before you commit. Run a few containers through the leading candidate and one challenger, track the results for a full quarter and only then sign a long-term warehouse lease. Flexibility is cheap at the start of a European expansion and expensive later.
Conclusion
The Netherlands, Germany and Poland each offer a legitimate answer to the question of where to base your European distribution, and the 2026 data underline how different those answers have become. Rotterdam remains the most connected and tax-friendly gateway but is stretched on terminal capacity and costly to operate from. Germany combines the continent’s largest consumer market with strong ports and demanding compliance, and its two main gateways are currently moving in opposite directions. Poland, powered by a record-setting Gdańsk, offers the lowest cost base and growing direct access but requires more care on routing, tax procedures and western delivery times.
The new EU rules on low-value parcels strengthen the case for importing in bulk and fulfilling from inside the Union, which makes a well-chosen hub more valuable than ever. For most importers the best answer is the one that fits their customers, margins and risk tolerance, and for many growing businesses it will eventually be a combination of two hubs rather than one.
Whichever route you choose, treat the decision as a living plan. Review it as terminal capacity returns in Rotterdam, as Hamburg completes its modernisation, as Gdańsk continues to grow and as the EU finalises its handling fee. If you would like help comparing routes and building a hub plan around real shipment data, Topway Shipping can support you from the first leg out of China through FCL or LCL ocean freight, customs clearance, overseas warehousing and last-mile delivery.
FAQs
Q: Which EU country is cheapest for a distribution hub?
A: Poland generally has the lowest warehouse rents and labour costs of the three, though the gap is narrowing and distances to Western European customers add transport cost.
Q: Is Rotterdam still the best port for China-to-Europe imports?
A: Rotterdam offers the widest range of services and strong inland links, but terminal capacity is tight in 2026, so it is best for shippers who value connectivity over the lowest possible cost.
Q: Does the EU’s 3 euro duty apply to goods shipped in bulk to a warehouse?
A: The 3 euro levy targets low-value parcels entering the EU. Goods imported in bulk are cleared under the normal customs regime, with standard duties and VAT, so check your tariff classification carefully.
Q: Can I use more than one hub?
A: Yes. Many importers pair a Dutch or German hub with a Polish one, but it adds VAT registrations and inventory complexity, so it makes sense mainly once volumes are large enough.
Q: Does Topway Shipping handle both FCL and LCL to Europe?
A: Yes. Topway Shipping offers flexible FCL and LCL ocean freight from China to major ports worldwide, along with first-leg transportation, overseas warehousing, customs clearance and last-mile delivery.
