Forwarders have always run shared lanes through long-standing partnerships — formal or informal. GLS does not replace your commercial contract. It provides a shared operational structure so both partners work from the same facts, the same build, and the same customs payload.
A collaboration layer that turns an existing partner relationship into a joint service lane inside GLS.
Not a legal replacement contract. Not a platform intermediary. Your partnership remains yours — GLS simply provides shared operational clarity.
Less emailing. Fewer manifest versions. One confirmed build. A locked snapshot both sides trust.
Example lane: Manchester → Basel (MAN–BSL). The exact lane doesn’t matter — the pattern does.
Partner A starts the joint service setup and invites Partner B. This reflects a relationship that already exists outside GLS.
If Partner B is not yet registered, GLS pauses activation until they complete onboarding and have a tenant ID. Note: delays during a free trial may reduce remaining joint-service time.
Once both partners exist, the joint service lane becomes selectable. Names and lanes are derived automatically from the framework.
Freight enters via warehouse receipt, direct collection, or documents. Ops assigns items to the joint lane when confirmed.
Warehouses record physical reality. Ops confirms what belongs on the movement. This prevents version drift and dispute.
GLS creates an immutable snapshot of pieces, weights, volumes and consignments — a shared reference both partners trust.
ENS payloads are generated from the locked snapshot, reducing rekeying and ensuring paperwork matches reality.
No. GLS digitises collaboration — it does not replace commercial agreements.
No. GLS sits beneath the partnership operationally.
The joint service remains in 🟡 Waiting for Partner Registration until onboarding completes.
No — only the shared lane workflow inside GLS.
Ops has context across warehouse, customs and transport — preventing downstream disputes.