Logistics
Rail, sea, road and air — one end-to-end chain instead of four contracts.
We plan and run deliveries from Uzbekistan, Kazakhstan, Kyrgyzstan, Tajikistan and Turkmenistan to the recipient in the EU as a single chain rather than a set of disconnected freight-forwarding contracts. The base route is the Trans-Caspian (Middle) Corridor: Tashkent or Almaty by rail to Aktau, then the sea leg to Baku and Alat, transhipment to Poti in Georgia and the final leg to Riga. The work also covers the Tashkent–RIX air leg for urgent consignments and the road leg through Kazakhstan and the Northern Corridor as a reserve for sea-leg overload. The assembly point in Latvia is our part of Uriekstes iela 4A in the Sarkandaugava industrial cluster near Riga Free Port: 2,934 m² of functional zones under one roof, of which 1,440 m² is the warehouse area acting as a transit hub for European supplies. On this site we unload the container, reconcile the batch against documents, relabel cartons where needed and assemble the outbound consignment for the buyer.
Quick answer
Yes. One Latvian trading house runs the rail, sea, air and road legs as a single end-to-end route with one documentary map. Logistics is assembled around the product category, the target lead time and the destination country, not from a template route. Buyer and shipper see the same key checkpoints: the loading window, the Caspian transhipment, the release at Poti, the receiving at Uriekstes 4A and the outbound dispatch.
Scope of service
The service is designed for teams that need a predictable lead time and a single point of accountability for the delivery. Six modules cover the full path from the producer's warehouse to the buyer's receiving in the EU.
We build a route matrix per category: rail, sea, road or air — in the combination that produces the best lead time against cost. The matrix already factors in Caspian seasonality, the Aktau and Poti transhipment windows and the risk of congestion on the Latvia–Lithuania and Estonia–Russia borders.
We run the rail leg to Aktau, book the Aktau ↔ Baku/Alat ferry window, monitor receiving on the Azerbaijani shore, order onward transport to the port of Poti in Georgia and the final leg into Riga. Every junction has its own checkpoint where documents and the physical batch are reconciled.
Used for urgent consignments, document-sensitive items and pilot shipments. RIX sits 16 km from the warehouse facility in Sarkandaugava, which allows same-day receiving without intermediate storage at a cargo broker.
When the Caspian ferry window closes or the sea leg is overloaded by seasonal peaks, we switch to the road leg through Kazakhstan into Latvia without reissuing documents. The reserve route is designed in advance rather than improvised on the day of disruption, so switching takes hours rather than weeks.
Consignment notes, transit documents and packing lists are prepared and reconciled in parallel with the movement of the goods rather than after the fact. This narrows the risk of a gap between the actual route and the customs records.
A missed window, packaging damage, a customs query or a power loss at the terminal are handled by a fixed protocol: deviation owner, refresh deadline, new arrival estimate. Buyer and shipper receive a single status update with a new ETA rather than several conflicting notes.
Why Riga
Riga Free Port, the RIX airport cargo hub, the rail hub and the Sarkandaugava industrial warehouse cluster all sit on a short arm — tens of minutes by road, not hours. This reduces the number of handoffs between contractors and lets us change modality without losing a day to intra-city transport.
On the regulatory side, Latvia provides EU jurisdiction with a transparent enterprise register, uniform food and customs law and predictable behaviour from the relevant authorities. This matters for perishable categories and for batches carrying halal certification.
The facility on Uriekstes iela 4A in Sarkandaugava — 2,934 m² of functional zones under one roof, with the warehouse area of 1,440 m² acting as a transit hub for European supplies — lets us receive a container and assemble an outbound consignment for another buyer in parallel, which cuts stock idle time and keeps the replenishment rhythm on the recipient side.
What we control
The lead time is not held together by verbal promises from carriers and brokers. It holds because of checkpoints: the actual loading window at the producer, departure from the Aktau terminal, receiving on the Azerbaijani shore, release at Poti, container receiving at Uriekstes 4A. Each checkpoint is a timestamped record rather than a chat message.
Alternative legs are booked ahead. If the Aktau ↔ Baku leg narrows because of winter storms or ferry maintenance, the container leaves via the road leg without reissuing documents. This reduces the buyer's idle stock.
Efficiency is analysed by direction, modality and recipient cluster. The accumulated delay statistics are used to adjust the next routes, not for after-the-fact reporting.
Primary direction
Uzbekistan is the primary direction of Trade House ECLECTIE. This service runs in tandem with procurement in Tashkent and the regions, halal certification, EU customs, the Riga warehouse at Uriekstes iela 4A and trade representation across the Baltic, Scandinavia, Poland and Germany — under one Latvian SIA, one set of documents and one contractual counterparty in the EU.
FAQ
Full route control. Freight booking is one of six modules; route design, documentary support, customs coordination, warehouse assembly at Uriekstes 4A and the deviation-handling protocol are added on top. Buyer and shipper share one timeline and one contact channel.
Five countries in the active portfolio: Uzbekistan, Kazakhstan, Kyrgyzstan, Tajikistan and Turkmenistan. For each country we have worked the regional loading nodes — Tashkent, Samarkand, Andijan, Almaty, Shymkent, Bishkek, Khujand, Istaravshan — and their characteristic product categories.
The rail leg to Aktau, the Aktau ↔ Baku or Alat ferry window, discharge on the Azerbaijani shore, the onward leg to Poti in Georgia and the final route into Riga. Each junction has a designated owner and a checkpoint where documents and the physical batch are reconciled — so the corridor works as a meaningful chain rather than as a label.
It is the operational assembly point between the sea, air, rail and road legs and the final outbound to the buyer. Short legs to Riga Free Port and to the RIX cargo hub make it possible to accept a container and assemble outbound consignments the same day, without losing a shift to intra-city moves. For perishable categories this often decides between a batch held up and a batch released.
We switch to the road leg through Kazakhstan without reissuing documents or, for urgent consignments, to the Tashkent–RIX air leg. The reserve route is designed in advance and aligned with the buyer, so switching takes hours, not a week. A new arrival estimate is published the same day the decision is taken.
It suits categories with a medium-sensitivity cold chain (dried fruits, spices, ambient-stable ready meals, confectionery). For deep freeze and short shelf life the route is designed as an air option via RIX. The 1,440 m² warehouse zone on Uriekstes 4A is built as a transit hub for European supplies and includes climatised sections for specific categories — the parameters are agreed batch by batch on receiving.
Send the country of origin, the product category, the expected monthly volume, the EU destination country and the target dates through the form on the site. In response we send back the route matrix with base and reserve legs, an indicative lead time and the document set for the first pilot shipment.
Launching the route
Send the country of origin, the product profile, the monthly volume and the target delivery windows. We will assemble the route per category, set the backup leg and prepare the checkpoints for a practical launch.
