Does dangerous goods change the timing?

Yes, and materially. Dangerous goods have an earlier acceptance cutoff and the documentation has to be correct before the freight is tendered, not fixed at the counter. Send us the UN number and class along with the shipper's declaration and we will confirm what is workable before anything moves.

How does an airport recovery work?

You send the Delivery Order with the master and house bill numbers, the piece count and weight, the warehouse location, and the consignee. You confirm the freight is released and good to go before you send the order; that is your call, not ours, and we do not send a truck on a maybe. Our driver presents at the counter, signs for the freight, and checks the piece count against the paperwork. It goes straight to the consignee or back to your dock, Verbal proof of delivery is available the same day once we have it, and the hardcopy follows the next business day.

What are your cutoff times?

To make the morning delivery cycle, an order has to be cleared at the airline and dispatched before 7:30 AM. For the afternoon cycle, before 11:30 AM. Those two times are the whole planning model. If you know them you can work backwards from your consignee's receiving hours and know what is achievable today. Dispatch is staffed from 6:00 AM, an hour and a half before the morning cutoff, specifically so there is a person to talk to while the day is still fixable. Anything that misses both cutoffs becomes a conversation about tomorrow morning or an on-call run, and you will be told which.

What area do you cover?

Everett in the north down to Lakewood in the south, across the Eastside, and west to the Puget Sound. Inside those bounds we run twice-daily scheduled pickup and delivery to every city we serve, with local drivers who work the same corridor every day. Issaquah, Preston, Monroe and North Bend are outside the standard area. We do go there, but as out-of-area runs arranged with the dispatcher in advance. We are an intrastate Washington carrier, so we do not run out of state.

Do you carry dangerous goods?

We carry dangerous goods in non-placardable quantities: up to 1,000 lbs aggregate gross weight, and no explosives. The ceiling is not arbitrary: below 1,001 lbs of the relevant classes a vehicle does not require placards, and that is the envelope we work inside. Explosives are excluded because Class 1 material requires placarding in any quantity, which is a materially heavier regulatory regime. Send us the UN number, proper shipping name, class and packing group along with the shipper's declaration and we will confirm before booking rather than at the dock.

What credentials do you hold?

We operate under USDOT 4115059 as an intrastate Washington carrier, which is why there is no interstate MC number. A carrier working entirely inside one state does not need interstate authority, and its absence is normal rather than a deficiency. Our driver is cleared through a TSA Security Threat Assessment, the vetting an airline or handler counter expects from a third party collecting air cargo. We are insured, and a certificate of insurance is available on request for your file. We are not a licensed customs broker and do not clear customs; we recover freight once your broker has released it.

Services · Between carriers, against a cutoff

Inter-Airline Transfer

When a shipment has to cross from one airline's cargo facility to another's, the whole job is beating the outbound carrier's acceptance cutoff.

The work

An inter-airline transfer sounds trivial and rarely is. The freight has to come off one carrier's hands, cross the cargo area, and be tendered to the next carrier before that carrier's acceptance cutoff, which is well before the flight departs, and earlier still if the shipment is dangerous goods or needs screening time.

The planning runs backwards from the cutoff, not forwards from the pickup. Tell us the outbound flight and we will tell you the latest the freight can be in our hands and still make it, including the paperwork that has to travel with it.

Being minutes from the cargo area is the entire advantage on this job.

For: Forwarders managing connecting freight at SEA

What this covers

Carrier-to-carrier transfer
Between cargo facilities at SEA
Cutoff back-planning
We work backwards from the outbound acceptance cutoff
Paperwork travels with the freight
Transfer manifest and waybill documentation kept intact
Dangerous goods transfers
Non-placardable quantities, with the earlier DG cutoff accounted for

How it runs

Send the outbound detail

Which carrier, which flight, and the acceptance cutoff you are working to.

We back-plan

We tell you the latest the freight can be released to us to make that cutoff.

We move it

Collected from the inbound facility and tendered to the outbound carrier with its paperwork.

You get confirmation

Tender confirmed back to you so you can update your own customer.

What dispatch needs from you

A request with these details arrives already qualified, which is the difference between a same-day answer and a chain of emails.

01Inbound carrier and facility
02Outbound carrier, flight, and acceptance cutoff
03MAWB and HAWB numbers
04Piece count and weight
05Whether the shipment is dangerous goods or requires screening

Questions

Asked on every inter-airline transfer job.

Call (206) 433-7680→

How late can you take an inter-airline transfer?

That depends entirely on the outbound carrier's acceptance cutoff, which is earlier than the flight time and earlier again for dangerous goods. Give dispatch the flight and we will tell you the real latest release time. If it cannot be made, you will hear that immediately, while you still have options with the airline.

Or call (206) 433-7680→

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