One point of contact, one system, one defined operating area.

One-off job or system: what changes in operation

A one-off transport is bought in from scratch every time: new rate, different vehicle, different driver, another briefing at the ramp. Where the demand recurs every week anyway, you pay for that organisational effort again and again without gaining any stability from it. TB LOG starts from the opposite position: whatever repeats is set up properly once and then run as a repeatable operation.

That is why we filter beforehand. Pure spot-market work and one-off transports without a recurring structure are explicitly excluded from our range of services under our terms and conditions. The qualification funnel screens them out at the first step and points them to our partner network.

That is an operating decision, not a question of the daily rate. A vehicle committed to a scheduled line is not available for spot work, and the other way round. Firm commitments require capacity to stay tied up rather than being resold every morning.

How a tour is set up

Every tour is defined through four building blocks before the first vehicle moves. The lane fixes origin, destination, intermediate stops and handover points as a repeatable setup. The time window sets cut-offs and arrival times in advance instead of leaving them to be negotiated in day-to-day operation.

The vehicle follows frequency, volume and load carriers: on every domestic lane the range runs from the Sprinter van (1.1 t) up to the truck. The rotation covers outbound leg, return leg, buffer and escalation as a single unit, not as four separate processes. The return load is part of the plan from the outset, on the cross-border corridors as well.

A fixed vehicle and a consistent driver mean the briefing at the works gate, the ramp and the handover point happens once and then holds. Access rules, load carrier handling and on-site contacts do not have to be explained again on every run. That is the part of the saving which never appears in a freight rate, but which costs time every morning, or does not.

The area: 100 kilometres, two axes, three corridors

The regional operating radius from Hannover is set at 100 kilometres. The radius is not a marketing figure but the zone in which we set lanes up as daily operations. Braunschweig sits at roughly 65 kilometres via the A2, some 50 to 60 minutes of pure driving time, Wolfsburg at roughly 90 kilometres via the A2 and A39, around an hour. Two different operating modes follow from that. Braunschweig runs daily, several rotations per day are feasible over that distance, the daytime windows are tight and same-day is workable. Wolfsburg runs daily in fixed delivery slots for JIT and JIS supply into the VW environment, with a scheduled return of empties and load carriers.

Beyond the day radius the logic flips. What decides is not the number of rotations but the cut-off in the evening. Hannover–Leipzig is around 260 kilometres via the A2 and A14, some three hours of pure driving time, running daily Mon–Sat and as an overnight leg: cut-off the previous evening, delivery by the following morning. This axis is also the HAJ ↔ LEJ feeder connection to the Leipzig/Halle air freight hub. Northwards the A7 takes over: Hamburg is around 155 kilometres, roughly 1.5 to 2 hours, daily Mon–Sat, overnight leg possible, with a connection into the seaport hinterland.

Three corridors leave the domestic area, each with its own rulebook. Rotterdam is around 480 kilometres via the A2 and A12, roughly five hours, available daily as a Benelux shuttle to NL, BE and LU, with a cut-off the previous evening and port pre- and on-carriage timed to the sailing schedules. Paris is around 880 kilometres, roughly 9 to 10 hours, EU single market without customs clearance, cut-off the previous day, and the south-western corridors to Lyon, Bordeaux and Toulouse connect onto it. London is the most demanding run: around 1,000 kilometres, roughly 12 to 14 hours including the Channel crossing by Eurotunnel or ferry from Calais or Dunkirk. Customs cut-off the previous day, export and import clearance are a fixed part of the process: EORI details, origin of goods and the safety and security pre-declarations are settled before departure so the consignment does not end up stuck at the Channel for missing paperwork. On this corridor we carry full loads alongside groupage and part loads.

The tour windows are spread across the week: early and late tours Monday to Friday, night lines Saturday to Friday. Which window a lane gets follows from the cut-off times at the destination, not the other way round.

What we commit to and what we do not

Cut-off times, delivery windows, OTIF targets, escalation levels and documented KPI reporting are agreed individually by contract. These are service commitments and expressly not a guarantee within the meaning of section 276(1) of the German Civil Code; contractual penalties are agreed solely in a separate written agreement. We say so up front, because a commitment that is misunderstood fails exactly when you need it.

Transport is carried out on the basis of the German Commercial Code for freight and forwarding business, supplemented by ADSp 2017 and VBGL, and by CMR across borders. Liability as a carrier follows sections 425 et seq. of the German Commercial Code with a maximum of 8.33 units of account per kilogram of gross weight. Carrier liability is insured within customary banking limits; cargo insurance beyond that is arranged separately on explicit request. We work exclusively with businesses within the meaning of section 14 of the German Civil Code, legal entities under public law and special funds under public law.

What we cannot evidence, we do not claim. You will find no customer logos on this website, no star ratings and no unverified figures, and the structured data behind it carries neither reviews nor social profiles. What you get instead are lanes, times and contractual bases you can check before signing.

Four principles