Reddlaw's managed booking service is open to Australian businesses today. You submit a shipment, the platform sources carriers for the lane and gathers quotes, a person picks the option that reaches you, and you decide. Carriers invoice you directly at the rates they quoted. What Reddlaw charges depends on the workflow and the operating volume, and we scope it with you.
Reddlaw is paid for the coordination -- the carrier outreach, the quote sourcing and the comparison work -- whether or not you take the option that comes back. The freight itself is invoiced by the provider that moved it.
Two addresses, when it's ready, what the goods are, and the dimensions and weight. That's the booking.
It contacts carriers that work your lane, gathers what comes back, and puts the quotes into a form you can actually compare.
Nothing reaches you straight off a model. Someone reviews the candidates and picks the option that gets presented.
You accept or you don't. If you accept, the carriers are notified and the platform watches the shipment for stalls, missing documents and stale tracking.
Being an Australian customer decides where you're billed, not where your goods can go.
An Australian client shipping to Asia is a routine booking here, not an edge case. The origin and destination fields take any country, and the platform plans the legs — road, rail, ocean, air or a combination — from the lane and the load rather than from where you signed up.
Customs comes with that territory, and it’s handled rather than handed back to you. On a cross-border booking you either name your own broker or ask us to assign one, and the platform captures who owns clearance and who pays the duties before the shipment moves. Reddlaw isn’t a licensed customs broker itself — that work goes to a professional who is.
What actually changes at the border varies more than people expect, and we’ve written up three of the lanes Australian shippers ask about most: the United Kingdom, where two trade agreements now apply and the choice between them is a rules-of-origin question; Singapore, where the trade agreement can’t reduce a duty most goods never attract; and New Zealand, where the border charges changed in April 2026. Each one cites its sources.
There is one hard limit right now. We can’t arrange a shipment with a United States origin or destination until our US broker bond is in place. Everything else is open, though whether carriers are available on a specific lane is a shipment-by-shipment question and not something we’ll promise you in advance.
Guides and lane dossiers where the law, the levies or the billing are specifically Australian. Everything else we publish applies wherever you ship.
Two agreements now cover this lane, both at zero duty. The choice is about rules of origin, not tariffs — and VAT is owed either way.
Read the dossierSingapore charges customs duty on four categories of goods. If yours isn't one of them, SAFTA has no duty to remove — but GST still applies.
Read the dossierNew Zealand changed how it charges at the border on 1 April 2026. Trans-Tasman freight is duty-free and has been since 1990 — the cost is everything else.
Read the dossierA review of 1,180 Australian manufacturers, importers, exporters and distributors, and what it shows about the freight work small businesses carry.
Read the articleAustralian heavy vehicle law makes the business sending goods a party in the chain of responsibility. That duty can't be delegated to a carrier or a platform.
Read the articleNot in the near term, and not the way the project's name suggests. What's committed, what's been deferred, and what it means for freight on the corridor.
Read the articleThe common thread isn't company size. It's that freight is enough work to cost someone real time, and nobody's full-time job is to do it.
You know the goods and the supplier. You'd rather not spend a week finding out which carriers will quote the lane and what each of their prices actually includes.
Freight is irregular enough that no one has a carrier they trust for it, and regular enough that someone loses a morning to it every few weeks.
Shipping sits with operations or purchasing as one job among several. It gets done, but it gets done by whoever is free.
Worth knowing before you spend time on this.
The demo is the real interface with sample data in it. No account, no email address, no sales call.
More detail: how it works, what it costs, moving a pallet and shipping a container. If you’re weighing this against using a forwarder, we wrote up where each one fits here.
And if you’re collecting quotes yourself right now, how to compare freight quotes covers the charges that tend to appear after the number you were given.
We reviewed the public material of more than a thousand Australian manufacturers, importers, exporters, wholesalers and distributors to see how many carry this kind of freight work without a logistics team. Read our Australian Product Business Complexity Report for what the numbers show, and what they don’t.