London first, then the rest of the UK.

Fleetable covers London first for chilled food delivery, then the rest of the UK through its vetted driver network. Tell us your sites and we confirm the coverage area and the route cost on your own routes — a driver and a backup on every route, proven on one route first.

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Where we run

Service area

The map is an extra view of the same areas listed below.

Loads about 470KB from Mapbox, our maps provider, and connects your browser to it. The list below needs no download.

Covered areas

Central London
East London — Hackney and around
South London — Brixton and around
West London — Acton and around
North London — Finchley and around
Greater London
Home Counties
The rest of the UK on request

Coverage is confirmed on your own sites. Route cost and driver availability confirmed when you send your routes.

London, area by area

What covered means

A postcode on a map is not coverage.

Most coverage pages draw a shape and leave it there. The shape is the easy part. What decides whether your site is actually served is narrower: is there a driver who can hold your window on your day, week after week, and a second driver who can hold it when the first cannot.

A postcode well inside the ring is not covered if nobody can make an 06:00 goods-in slot on a Tuesday. A site at the edge of the Home Counties is covered if a set driver runs it with a backup behind them. So coverage here is confirmed against operator availability for your actual delivery windows, not against a boundary.

London first

Why the map starts here.

Food logistics is a density business. Short legs, tight windows and the same drops repeating every week are what make a dedicated route economic — the miles between your sites are the cost, and London packs them close together.

That density is also what makes a backup real rather than a promise. A second driver is only useful if they are close enough to reach your route in time, and in a dense operating area they usually are. Spreading thin across the country first would have produced a wider map and a weaker service, so it was not done.

Beyond London

Routes outside the area.

The rest of the UK runs through the same vetted operator network, and it is confirmed before it is priced rather than after. If a route cannot be held to the standard the London routes are held to — a set driver, a named backup, the window met each time — you are told that instead of being sold it.

Saying no to a route is cheaper than missing one. A single site nobody can reliably reach costs more in a broken week than it ever earns.

Inside London the constraint is usually the clock rather than the distance. London delivery curfew restrictions, night-time and weekend limits on larger vehicles, and a site’s own access hours all narrow when a drop can actually be made, so the route is planned to the window that survives all three. Which windows a postcode really allows is part of food logistics in London and it is confirmed on your addresses before anything is priced.

What the zone costs

London charges, shown separately.

Central London carries costs the rest of the route does not: the congestion charge and ULEZ. Each gets its own line in the route estimate, next to mileage, loading time and the return leg, rather than being folded into a rate that looks tidy and explains nothing. They are two charges with different rules — ULEZ runs round-the-clock and is only payable by a vehicle that misses the emissions standard, the congestion charge applies to every vehicle in the zone from 07:00 to 18:00 on weekdays and from 12:00 to 18:00 at weekends and on bank holidays — so a route shows the ones it actually incurs, and no line at all for the ones it does not.

Vehicle class matters more here than anywhere else, too. Six classes are priced — bike or moped, car, small van, long van, Luton and 7.5t lorry — and the right one for a central drop is often not the right one for the same load going out to a depot. The estimator prices the class against the drop size and the temperature the load has to hold.

Delivery windows

What actually decides when a London delivery can happen.

Three different things get confused here, and only one of them is about the carrier. Worth separating before you write a delivery window into a contract.

The lorry curfew does not reach a van: The London Lorry Control Scheme, operated by London Councils, restricts goods vehicles over 18 tonnes maximum gross weight on restricted roads from 21:00 to 07:00 on weeknights, and from 13:00 on Saturday through to 07:00 on Monday, bank holidays included. Fleetable subcontracts vans, which are below that threshold and outside the scheme — not exempted from it, simply not within it. No permission is applied for and no penalty under it can attach.
Your site's planning permission usually does: Where a delivery window is genuinely constrained in London, it is most often a condition attached to the receiving site's own planning permission, alongside the practical limits of a yard, a service lift or a shared bay. That binds the delivery whoever carries it, and no carrier can override it. Routes are planned to the window your site is consented for, which is why it is asked for at onboarding rather than discovered in week three.
The charges are separate, and they are not curfews: A van pays the Ultra Low Emission Zone charge if it does not meet the standard, at all hours, and the Congestion Charge inside the central zone during charging hours. Both are costs on a route rather than restrictions on when it can run, both are set by Transport for London, and both are itemised on the rate rather than absorbed into a headline price.

So the useful question is not whether a provider can beat a curfew. It is whether the round is built around the hours your site can actually receive, and whether anyone asked you what those are before quoting.

Confirming it

How your coverage gets checked.

Send your sites and windows. Addresses, the days, and the time each site has to be served by.
Availability is checked against those windows. Not against a boundary — against whether a set driver and a backup can hold each one.
You get a route-cost breakdown within one working day. Per mile, with loading, the return leg and any zone charge as separate lines.
One route runs first. In parallel with your current provider, so a new area is proven before anything depends on it.

Where to next

FAQ

Questions, answered.

Do you cover my postcode?

London is covered first, and the areas are listed above. Rather than answer from a map, send your sites: coverage is confirmed against operator availability for your actual delivery windows, which is the thing that decides whether a postcode is genuinely served.

What if one of my sites is outside London?

It is quoted through the vetted operator network and confirmed before anything is priced. If a route cannot be held to the same standard as the London ones, you are told that rather than sold it.

Does central London cost more?

Yes, and it is shown rather than folded in. The congestion charge and ULEZ appear as their own line in the route estimate, alongside mileage, loading and the return leg, so you can see what the zone costs and what the driving costs.

Can you serve every site on one round?

That is what a dedicated route is. The drops are sequenced to land before service, with a set driver and a named backup on the round, and the time and temperature logged at each one.

How quickly can a new area start?

Send the routes and you get a route-cost breakdown within one working day. Live running starts on one route, in parallel with your current provider, so a new area is proven before it is relied on.

Start

Not a sales call. A diagnosis.

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