Two-man delivery services in London

A ground-floor unit with a roller door and a yard is one kind of address. The same consignment going to a third-floor office through a shared entrance, a fire door and a goods lift with a shallow car is a different job, and the item has not changed.

So the questions we ask are about the building rather than the box. Which floor it is going to. Whether there is a goods lift and how deep it is inside, because a lift's internal depth is what decides if a desk or a cabinet physically fits. The tightest doorway on the route. The longest item on the vehicle. Where there is no lift, the number of flights and the sharpest turn in the stairwell.

Those answers come back to you as an arrangement rather than a guess, and we tell you which crew the address needs at booking rather than finding out on arrival.

Since 2 January 2026 the Congestion Charge has stood at £18 a day, and the zone it covers is the central one, so a drop in the City or the West End attracts it while Canary Wharf, Croydon, Greenwich and Enfield do not. The Ultra Low Emission Zone, by contrast, reaches every borough, at £12.50 a day for a vehicle that does not comply. We send compliant vehicles in, and if the right vehicle for a job ever is not, you hear about the £12.50 before we set off.

The river costs money in either direction. Blackwall and Silvertown each take a toll of their own, chargeable daily between 06:00 and 22:00 with Christmas Day the one exception. A large van on Auto Pay pays £6.80 inside the peak and £2.60 outside it, and with no Auto Pay account behind it, £6.80 covers every chargeable hour. The peak itself is northbound first thing, 06:00 until 10:00, then southbound from 16:00 to 19:00 on weekdays, which is why an afternoon drop over the water is the dearest shape this work takes.

We tell you which of these applies to your address before we set off rather than putting it on the invoice afterwards.

The hour decides more than the mileage in London. The arterial approaches run heavy from around half past six in the morning to half past nine, then again from 16:00, and the crossings concentrate whatever is left of it, with the Limehouse Link and the run up to Blackwall both moving slower than the roads that feed them. On a crewed job the hour is chosen deliberately, because two people are on the clock for the whole run rather than for the carry alone, and we quote the real window rather than the clear-road one.

Palletised work sits in the larger classes. The 3.3m long wheelbase holds four Euro pallets, or three standard. Move up to the 4.2m extra-long and that becomes five Euro or four standard. A Luton takes six of either, 1,000kg in all, inside a body of 4.2m by 2.0m by 2.1m, and at an address with no dock the tail lift on the box version is the only thing that will put a pallet on the ground. The Luton is also the class that struggles with a basement bay, since the body sits well above its own internal height, so for tower deliveries we normally come in on a long wheelbase and split the load. Lengths and panels that will not pass through a door go on the flat bed at 2.7m and 800kg.

The fleet page holds every class, and UK pallet sizes explained explains why six pallets and 1,000kg are two limits rather than one, which decides a tower delivery more often than the postcode does.

Same-day courier where the load does not need a second person at the far end. Next-day courier for a scheduled delivery on a booked morning slot, which fits goods-in windows well because those are agreed in advance anyway. Multi-drop where several London addresses go onto one route rather than one vehicle per drop. Planning, routing and sorting where the same movements repeat.

The full two-man delivery service covers how a crew is booked with the vehicle, which in a building with a booked goods-in slot is the detail to settle first.