Reading a shipping line’s schedule reliability before you book
The sailing schedule tells you when a vessel is supposed to leave. It does not tell you how often that line actually keeps that date on this lane.
Cargo that clears the first time
Adour Logistics books, documents and clears import and export cargo across sea, air and road, and stays on the file until it is delivered.
Lanes running this month
Nhava Sheva to Jebel Ali
weekly, FCL and LCL
Mundra to Rotterdam
weekly, FCL
Chennai to Singapore
twice weekly, air and sea
Delhi ICD to US East Coast
fortnightly, multimodal
12,000
TEU
containers handled a year
48,000
MT
bulk and liquid cargo moved
9
offices
across Indian ports and ICDs
60
countries
served through partner agents
A forwarder that owns the paperwork, not just the booking
Most delays at an Indian port are not caused by the vessel. They are caused by a classification query, a missing certificate or a document that reached the broker two days late. Adour Logistics is built around that reality: the people who book your cargo are the people who clear it, working from one file.
We handle import and export movements by sea, air and road, together with the customs work, warehousing and inland transport that sits either side of them.
- One named coordinator per account, not a shared queue
- Documentation checked against the tariff before the cargo is gated in
- Milestone updates pushed to you rather than requested by you
- Rates quoted with the charges that usually appear later, listed up front
What we do
Sixteen services, four ways in
Most shipments need three or four of these together. Tell us the lane and the commodity and we will tell you which ones apply.
Ocean and air
Scheduled capacity on the main east–west and intra-Asia trades.
Surface and specialised
Cargo that needs engineering before it needs a booking.
Contract logistics
Storage, handling and distribution held to a service level.
Compliance and advisory
The paperwork that decides whether the cargo moves.
Reach
Close enough to the cargo to do something about it
A network is only useful if someone in it answers the phone at the right hour and can walk to the shed. Ours is built for that rather than for the map.
Where we work from
Offices at the ports, airports and inland container depots that carry the bulk of Adour’s traffic, so clearance queries are answered by someone in the same building as the file.
Who we work with
Vetted agents at destination, appointed lane by lane rather than through a single blanket network, and reviewed on the performance they actually deliver.
How you see it
Milestone updates at booking, gate-in, sailing, arrival and delivery, sent to the people who need them without anyone having to ask.
Credentials
Licences and accreditations
Publish only what can be evidenced with a certificate number. Anything else belongs in the sales conversation, not on the home page.
—
Customs broker licence
Add the licence number and issuing commissionerate.
—
AEO status
Add the tier and validity if Adour holds Authorised Economic Operator accreditation.
—
Quality certification
Add ISO or equivalent certification, with scope and certificate number.
We are hiring documentation and operations staff
If you have run a customs file end to end, or you want to learn how, there is a desk here. Experience at a port, an ICD or a broker counts for more than a degree.
Insights
Notes from the operations desk
Rule changes, port conditions and the things that quietly add days to a shipment.
Why gate-in cut-offs move over festival weeks
Terminal cut-offs tighten before a long weekend for a simple reason: fewer working shifts have to clear the same volume.
What changes when a tariff heading is reclassified mid-shipment
A reclassification query at assessment does not have to mean a demurrage clock. It means the paperwork has to answer a question it was not written for yet.
Send us a lane and we will price it
Origin, destination, commodity and rough volume is enough to start. You will get a quote with the landed charges spelled out.