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Two-man delivery services at Stansted
Two people with the vehicle at Stansted, for equipment and furniture going into the airport business units and the operations along the A120 and M11.
OpenFreeMap © OpenMapTiles Data from OpenStreetMap
Two-man delivery in Stansted
Tasito runs two-man delivery at Stansted, covering the business and industrial activity around the airport including the Priory Wood and Start Hill side, the logistics and distribution operations along the A120 and M11 corridor, and the handling agents at the cargo centre landside. Equipment, office furniture, fixtures and the oversized single items that airport-adjacent businesses move are the usual crewed load.
Stansted is thirty-five miles from us and there are two ways in. One runs up the A130 onto the A12, then west along the A120 and north on the M11. The other goes out on the A127 to M25 junction 27 and up the M11 from there. Taking the A120 keeps us off the M25 altogether, and on a poor day the extra miles pay for themselves. With a crew aboard we choose between them on the day rather than committing in advance. Bookings run until 4pm, Monday to Friday, and on a run this long a crewed job wants arranging the day before.
The business units, and the delivery end at each
Away from the cargo centre, the Priory Wood and Start Hill side carries ordinary commercial premises, and the logistics and distribution operations sit along the A120 and M11 because the airport is here. Those are simpler and quicker to arrange than anything with freight paperwork attached.
What varies is the far end. A distribution operation has a dock, a forklift and a slot, so a crew there is normally taking goods on from the dock into a building or up to an office. A business unit on the Priory Wood or Start Hill side is more likely to be a doorway, a corridor and a floor, which is the carry a second person exists for.
Tell us which of the two you are delivering into, with the floor and the tightest doorway on the route, and we will tell you at booking what the address needs.
The cargo centre, and where our part ends
The cargo centre runs security, screening, booked slots and gate procedures, and screening in particular adds time at the gate that cannot be rushed. Our deliveries go to the handling agents there, landside. Airside clearance is not something we hold, so anything bound for airside is taken on by the agent from the gate onwards.
For anything against a freight cut-off, the number we want is the cut-off at the agent's desk rather than a delivery time, because the two sit hours apart. Give us the agent, the gate, the booking reference and the cut-off, and we plan the run backwards from it with margin. With a crew aboard we build the screening time into that rather than hoping around it.
What the driver and the crew need personally to clear the gate is worth sending at booking too. Airside access, where it applies at all, is tightly controlled and arranged in advance rather than on arrival.
The accreditation
Our fleet is FORS accredited and the accreditation was renewed for 2026. It is an audited standard rather than a self-declared one, covering safety, driver training, fuel use and emissions management across every vehicle we run.
Around an airport that counts at the larger operations, and it counts again on anything carrying on from here to a London construction site. Individual sites sometimes set requirements of their own on top of it, so pass those through with the gate details and we will meet them.
What the crew carries in, and what it leaves
Off the vehicle, through the door the building uses for deliveries, up to the floor and positioned in the room. Packaging back with us where that was agreed at booking.
Assembly, installation and commissioning sit outside the job. Equipment arriving in sections stays in sections until your engineer or fitter is there, so send us their hour and we will land the delivery against it. Clearing out old equipment or furniture is separate work with disposal attached, and at thirty-five miles it belongs in the plan rather than in a conversation on arrival.
The measurements that matter are the floor, the goods lift's internal depth where there is one, the narrowest doorway between the vehicle and the room, and the longest item on board. For a Stansted address, add the gate and the slot, because a crew held at a barrier is a crew not carrying.
What we send, and the figures we need
Weight and dimensions matter more than usual here, because air freight is priced and accepted on them, so send accurate figures rather than estimates. Urgent consignments are often small rather than enormous, which makes a short wheelbase at 450kg with a 2.1m load space or a medium at 800kg taking two standard pallets or three Euro the right and quickest vehicle through a gate.
Where there is more to it, the 3.3m long wheelbase holds four Euro pallets or three standard, the 4.2m extra-long holds five Euro or four standard, and a Luton takes six of either with 1,000kg across the load in a body of 4.2m by 2.0m by 2.1m, the box version carrying a tail lift for an address with no handling equipment. Lengths that will not pass through a doorway go on the flat bed at 2.7m and 800kg. There are no charging zones here; Stansted is Essex, outside the ULEZ and the Congestion Charge, so airport and cargo procedures are what govern a job here instead.
The fleet page gives every class, and UK pallet sizes explained sets out the footprints, which pairs with the accurate weights a freight desk will want anyway.
Where Stansted work goes
Other services we run at Stansted
Next-day courier for scheduled freight with no same-day cut-off against it. Same-day courier where one person can manage the load. Multi-drop across the airport business area and the A120 corridor. Planning, routing and sorting where freight moves through here regularly and the runs want scheduling.
The full two-man delivery service covers how a crew is booked with the vehicle, which at thirty-five miles and behind a screened gate is the arrangement to settle first.
Stansted questions
Yes. At thirty-five miles a crewed job is planned rather than picked up on the day, so call with the gate, the building and the floor and we will tell you what we can hold.
Cargo centre, yes: we deliver to the handling agents there, landside. Airside, no. We do not hold airside clearance, so the agent takes the consignment on from the gate.
Because they are different numbers and the gap between them is hours. The cut-off at the agent's desk is what we plan backwards from, with the screening time built in rather than hoped around.
Enough that it belongs in the plan, and the amount varies. We allow for it when working back from your cut-off, and we would sooner give you a window with that time inside it than an arrival figure that assumes nothing holds at the gate.
Yes, renewed for 2026 across the whole fleet. It is audited rather than claimed, and it covers safety, driver training, fuel use and emissions. Some sites add requirements of their own, so send those over.
Either the A120 onto the M11, or the A127 out to M25 junction 27 and north from there. The first keeps us clear of the M25 and we prefer it when timing is tight. At the airport end the pinch point is junction 8 of the M11.
No. Carried in and positioned where you want it, with packaging taken away if you ask at booking. Installation and commissioning are separate trades, so give us your engineer's hour.
Yes, including the Priory Wood and Start Hill side and the logistics operations along the A120 and M11. Those are ordinary commercial addresses without the freight paperwork, so they are simpler to arrange.
Send us the postcodes and what is moving. You get a price in seconds and a driver within the hour.