Industrial Cargo
Heavy, awkward and unforgiving — industrial freight is decided by equipment selection long before it reaches a port.
Bulk and heavy industrial freight, moved safely.
Steel, plant equipment, bulk industrial goods and fabricated structures share a problem: they are dense, often oversized, and expensive to handle twice. The margin for improvisation is very small.
Getting it right means matching equipment to cargo from the start — flat racks, open tops, break-bulk stowage or standard containers — and confirming that road limits, crane capacity and berth infrastructure at both ends can actually take it.
Cargo we move for this sector
- Steel coils, plates, bars and structures
- Plant and process equipment
- Fabricated assemblies and modules
- Industrial raw materials
- Machinery in break-bulk configuration
The problems worth solving
Dense cargo hits weight limits long before it fills the box, and road limits often bind before the container's rating does.
A piece that loads easily at a major port may be unliftable at a smaller destination berth.
Heavy items that shift in a seaway damage the cargo, the container and sometimes the vessel.
Steel and unfinished metal need protection against moisture and salt over long voyages.
What we do differently here
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01
Equipment matched to the cargo
We select the container or stowage type against the actual dimensions and weight, not against what is cheapest to book.
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02
Weight and axle verification
Payload checked against both container rating and the road limits on the route to the port.
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03
Engineered lashing
Blocking, bracing and lashing designed for the weight and the expected sea conditions.
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04
Destination capability checks
Crane capacity and berth suitability confirmed at the discharge end before the cargo sails.
What this sector books most
Industrial Cargo, answered
Container ratings allow roughly 26–28 tonnes of payload, but Indian road limits on the way to the port usually bind first. We check both before confirming.
When it exceeds internal dimensions, needs top or side loading, or has lifting points that make crane handling safer than forklift stuffing.
With an engineered lashing plan — blocking, bracing, chains and dunnage calculated for the weight and expected motion, not improvised at the depot.
Yes. Where shore cranes are unavailable, we route via geared vessels that can discharge using their own gear.
Yes. Carrier liability is far below cargo value on dense freight, so all-risk marine cover is strongly advised and we can arrange it.
We also move these
Your sector, our lanes
Tell us what moves and where it goes. We'll bring the equipment, the paperwork and the schedule that fit.