RouteEU Express runs dedicated sprinter-class vans between Türkiye and Western Europe on a door-to-door basis. Your consignment is collected at your supplier's loading bay or warehouse, stays on the same vehicle for the whole journey, and is delivered to the consignee's address, typically within 24 to 48 hours to nearer European markets. There is no hub, no cross-dock and no transhipment along the way.
The service is built for shipments that sit awkwardly between air freight and road groupage: a few pallets of production parts, a machine sub-assembly, an exhibition stand, a sample run for a buyer meeting. Too big or too heavy to fly economically, too urgent to spend ten days on a consolidated trailer. One vehicle, two drivers, a fixed price agreed before loading, and live GPS tracking from collection to delivery.
| Route | Transit time |
|---|---|
| Istanbul → Munich | 24-36 hours |
| Istanbul → Milan | 24-36 hours |
| Istanbul → Warsaw | 24-40 hours |
| Istanbul → Amsterdam | 30-46 hours |
| Istanbul → Paris | 34-48 hours |
| Route | Price range |
|---|---|
| Istanbul → Munich | €1,700 – €2,200 |
| Istanbul → Milan | €1,600 – €2,300 |
| Istanbul → Amsterdam | €1,900 – €2,500 |
| Istanbul → Paris | €1,900 – €2,500 |
| Istanbul → Warsaw | €1,600 – €2,150 |
Figures are indicative ranges for a full dedicated van of roughly 1,300 kg / 5 Euro pallets and vary with season, fuel and demand. Part-load consignments are quoted on the volume you actually use. For a binding figure, request a quotation in the app with your collection and delivery addresses.
Most shippers moving goods between Türkiye and Europe end up choosing between two imperfect options. Air freight is quick in the air but slow on the ground: handling agents, terminal cut-offs, airport-to-airport rather than door-to-door, and a chargeable weight calculation that punishes anything bulky. Road groupage is affordable but unhurried — your pallets wait for the trailer to fill, change vehicles at a consolidation hub, and arrive somewhere between seven and fifteen days later.
Express van transport sits precisely in that gap. For consignments up to roughly 1,300 kg or five Euro pallets, a dedicated van reaches Munich or Milan in about the same working time as a door-to-door air movement, at a fraction of the cost, and without your goods ever leaving the vehicle. The commercial case is strongest where the cost of being late — a stopped line, a missed exhibition, a contractual delivery window — is larger than the freight bill itself.
It is also worth saying plainly what this service is not for. A single carton under 30 kg with a flexible deadline belongs with an international parcel carrier, and we will tell you so rather than sell you a van you do not need.
Every full-load booking is a dedicated vehicle. The van is loaded and secured at your address, and the same vehicle and the same crew carry the goods to the delivery address. Nothing is unloaded into a warehouse, re-palletised or handed between subcontractors en route, which removes the single largest source of damage and loss claims in international road freight.
The practical envelope of a sprinter-class van is straightforward:
Two things make the transit times above realistic rather than optimistic. The first is double manning: with two drivers on board, one rests while the other drives, so the vehicle keeps rolling through the night instead of standing at a service area for a nine-hour break. On a 2,500-kilometre run that difference alone is worth the better part of a day.
The second is regulatory. Heavy goods vehicles above 7.5 tonnes face weekend and public-holiday driving bans in Germany, Austria, France and several neighbouring countries — the reason a trailer leaving on a Friday afternoon frequently does not move again until Sunday night. Vans in this weight class are not subject to those bans. A Friday collection in Istanbul is therefore still a Sunday delivery in Bavaria rather than a Tuesday one, and at the Bulgarian and Greek crossings a van clears the freight terminal considerably faster than a 40-tonne rig waiting in the HGV queue.
A large share of our work is emergency logistics for manufacturers. When a bearing housing, a mould insert, a control cabinet or a batch of gaskets is holding up an assembly line, the freight cost stops being the deciding number. We can place a vehicle at a Turkish supplier's gate at short notice, load the same day and run straight through to the plant.
Typical time-critical scenarios we handle:
Every consignment between Türkiye and the EU is customs-cleared on both sides. In practice our team prepares and coordinates the movement with your customs broker so the vehicle does not sit waiting for paperwork. For a standard commercial shipment you should expect to provide a commercial invoice and packing list, the transport document (CMR), and — for goods qualifying under the Türkiye-EU customs union — a movement certificate such as the A.TR, or an origin document where a preferential regime applies. Export declarations on the Turkish side and import clearance in the destination country are arranged as part of the job.
Personal effects, exhibition goods on temporary admission and non-EU destinations such as Switzerland or the United Kingdom follow different procedures and different documentation. Duty and VAT treatment depends on the commodity code, the origin of the goods and the customs status of the consignee, and the rules are amended regularly. This page describes the general framework only; please confirm the current requirements for your specific goods with your customs broker or the relevant customs authority, as this text is not a substitute for professional customs advice.
Because the service is genuinely door-to-door, our network is not restricted to a list of terminal cities — we collect and deliver at any address on the route. Regular lanes run to and from:
Every vehicle is tracked in real time and the position is visible to you around the clock on a map, not summarised in a status e-mail the next morning. If your consignee needs a delivery window on the day, you can see where the van actually is and give them a realistic hour. All consignments move under transport insurance; for high-value cargo we agree the declared value and the cover in writing at the quotation stage.
Booking takes minutes. Enter the collection and delivery addresses in the app, choose a full vehicle or part-load, and you will see an indicative price immediately. Confirm the booking and we schedule collection, prepare the customs documentation with your broker, and send you the tracking link. You receive a single point of contact for the whole movement — one company, one vehicle, one invoice.
Istanbul to Munich or Milan is typically 24 to 36 hours, Warsaw 24 to 40, Amsterdam 30 to 46 and Paris 34 to 48, door to door. Groupage on a full trailer covering the same distance normally takes seven to fifteen days. Actual transit depends on the collection address, border traffic and customs clearance at destination.
A full dedicated van from Istanbul to Munich falls in the range of €1,700 – €2,200, and other lanes are shown in the rate table above. Part-load consignments are priced on the volume you use rather than the whole vehicle. For a firm figure, enter your collection and delivery addresses in the app and you will receive an indicative quotation in seconds.
A sprinter-class van takes five Euro pallets, around 13.5 m³ of loading volume and a payload of approximately 1,300 kg. If your consignment is larger, we run two vans in parallel rather than switching to a trailer, so you keep the transit time and the absence of transhipment; if it is smaller, part-load space is the more economical route.
Yes. The weekend and holiday driving bans that apply to heavy goods vehicles in Germany, Austria, France and neighbouring countries do not apply to vans in this weight class, so loading and driving continue on Saturdays and Sundays. This is often the single biggest reason a van beats a trailer on transit time.
For a standard commercial shipment: a commercial invoice, a packing list, the CMR consignment note and, where the goods qualify under the Türkiye-EU customs union, a movement certificate such as the A.TR or the relevant proof of origin. Personal effects, temporary admission for exhibitions and non-EU destinations follow different rules. Our team coordinates the file with your customs broker, but please confirm the current requirements for your commodity with the broker or the customs authority, as this is general information rather than formal advice.
Every consignment travels under the carrier's liability set by the CMR convention, which is capped by law at 8.33 SDR per kilogram of gross weight. For tooling, electronics or medical equipment that figure rarely matches what the goods are actually worth, so we arrange additional cargo insurance on request, based on the value you declare. Give us the value at quotation stage and the cover is confirmed in writing before loading, rather than argued about after a claim.
Yes, and we say so at quotation stage rather than at the loading bay. We do not carry ADR-classified dangerous goods — compressed gases, fuels, solvents, paints, aerosols, pyrotechnics or lithium batteries shipped loose rather than fitted inside equipment. We also do not carry pharmaceuticals, food of animal origin, live animals or plants, cash, jewellery or bearer documents. Batteries built into a device are normally fine; send us the product description or safety data sheet and we will confirm before you book.
Yes, the service runs in both directions with comparable transit times, tracking and insurance. Return loads from Germany, the Netherlands, Belgium, France, Austria and Italy back to Turkish addresses are a regular part of our schedule, and a return load booked alongside an outbound trip is usually cheaper than a standalone one-way movement.
Yes. Groupage space is available on scheduled departures: you pay for the volume and weight you occupy, and the goods still travel without transhipment to the delivery address. It is the sensible choice for one or two pallets where the deadline is firm but the whole vehicle is not needed.