Thursday, October 11, 2018

Hoegh auto liners makes its first shipment by new rolltrailers from India to Saudi arabia

OSLO/MUMBAI: Höegh Autoliners' dependable, coordinate administration and new hardware was the ideal blend to transport a Turbine from India, for a Sugar Plant venture in Saudi Arabia.

Hoegh autoliners

Immediate, solid RoRo benefit 

The cargo forwarder picked Höegh Autoliners for the sea transportation in light of the immediate, dependable association from Mumbai to Jeddah offered in the India to Europe benefit.

Moreover, because of the touchy idea of the breakbulk load, Höegh Autoliners' RoRo choice implied insignificant lifting, dispensing with the danger of harm amid the transportation procedure.

New gear to deal with high breakbulk freight 

Höegh Autoliners' vessels are worked to deal with an assortment of breakbulk freight, anyway most vessels in the India to Europe benefit have an entryway opening of 5.1m. This represented a test as the 54MT Turbine estimated 4.51m alone. The arrangement was to utilize the new Superlow rolltrailer which has a tallness of 0.47m and limit of 75MT.

Mr. Atuldutt Sharma, Breakbulk Sales Manager India says, "With the Superlow rolltrailer enabling us to stack higher breakbulk payload than before we can build the administration offering to our clients in the Country." With the supervision of Höegh Autoliners' Port Captain, the sensitive breakbulk unit was securely stacked on board Höegh St Petersburg and stowed under deck, where it would not be presented to seawater or climate.

Persistent hardware advancement 

Höegh Autoliners is always creating hardware to provide food for higher, heavier and longer freight. A year ago, the Extended rolltrailer and far reaching rolltrailer were created to transport longer and more extensive load. Presently the Superlow rolltrailers are here to cook for higher breakbulk and task load.

Atuldutt proceeds with, This is the primary shipment out of India utilizing the new Superlow rolltrailers. With the shipment, we can exhibit to our clients our committed spotlight on breakbulk freight through consistent developments in hardware plan.

Thursday, October 4, 2018

Roadrailer trains introduced for first time in country by Indian railways

With Indian Railroads roadrailer prepare administrations beginning between North and South India, these sort of trains are presently likely to be worked over the Nation. 

Once the committed cargo passage is opened, numerous more such trains will be seen running on the tracks. As of late, the Country’s to begin with roadrailer prepare cleared out from Tamil Nadu for Palwal in Haryana. The bogie and wagon or holder of these trains are made of uncommon plans, which can run on both street and railroads as per prerequisite. Its holder unit comprises of eight truck wheels and four rail wheels, concurring to the report. To make this run on the street, the unit is joined to the trailer. At that point as it were the tire wheels work whereas the rail wheels keep hanging up. Upon coming to the railroad terminal, the holder is isolated and is connected to the prepare. Taking after this, the rail wheels come down and the tires are turned upside. Roadrailer trains are very common in created nations.
Be that as it may, in India, the prepare was affirmed by the Central Government within the month of Walk this year and the operation was begun as of late, the report said. These trains are being made as well as worked by Kirloskar Pneumatic Company Constrained in collaboration with Indian Railroads. The company has so distant built as numerous as 100 roadrailer units and 20 rail bogie adapters. According to sources, the roadrailer trains will diminish the upkeep costs of streets. Too, it'll minimize sound as well as discuss contamination. This can be since a roadrailer prepare works proportionate to fifty trucks and its units make exceptionally small utilize of the street. These trains will demonstrate to be of awesome advantage once the dedicated freight passage is completed. In expansion to Indian Railroads, the participation of State Governments is additionally essential for the operation of these trains, considering the reality that its dual-use units require the endorsement of State Transport Division.

Tuesday, August 21, 2018

KICT help for kerala floods

kandla international container terminal contributed towards kerala relief fund

 Kandla International Container Terminal contributed its some help by sending immediate relief materials to the flood ravaged Kerala state. The relief materials were arranged on a priority basis so that it may reach the needy at the earliest.


The 40ft container unit which was sent contained 20 metric ton of relief material, which included “water bottles and medicines to meet exigencies”, “milk powder for children”, “undergarments, sanitary napkins, tooth paste, soap etc for daily use”, and “rice, sugar, oats, biscuits, toasts and other edible items for consumption.”

The materials were sent on MV. SCI Mumbai 410 and is expected to reach the port of Cochin by 24th or 25th August 2018. Team KICT wished and prayed for the wellbeing of each one in the state of Kerala.

Tuesday, July 10, 2018

How shipping container are constructed.

Containers are built from 4mm (⅜”) thick non-corrosive steel and square tubing frame. The sides are constructed from 14 gauge, 0.075” non-corrosive rolled steel that is corrugated to add rigidity and then welded to the steel frame.
Container info


The floor is made of the same square 4mm steel tubing for the frame and a plywood floor of 28mm (1 ⅛”) screwed to the cross braces.
The corner posts are designed to withstand 153,000 pounds allowing as many as nine containers to be stacked on top of one another, with a 7’2” x 7’6” door opening at one end.
A standard container is 20’ x 8’ x 8’6”. But 40-foot and 45-foot containers are just as common. An empty 20-foot container weighs approximately 5,500 pounds and can carry 65,000 pounds of goods.
Cargo statistics are calculated in TEU (20-foot equivalent units). The 40-foot container is considered to be 2 TEUs. With the arrival of new super freighters, the sizes of containers are increasing as well, some as long as 57ft.
The Eurozone is hesitant to adopt larger sized containers because of the older and narrow streets in many European cities. They make it hard for large trucks to navigate and causes congestions.

Wednesday, May 23, 2018

Cement cargo risk and its management

What are risk of carrying Cement cargo and how it is managed ?

Cement cargo risk and its management

Transportation of Cement

Cement cargoes, which account for about 5% of the dry bulk trade, can prove to be extremely problematic when carried in conventional bulk carriers as opposed to specialized cement carriers. 

Loss Prevention:
  -Before Loading.
  -During Loading.
  -After Loading but before departure.


The main problems with cement cargo arise when holds are not initially dry, clean and watertight. The majority of claims arising from cement cargo are caused by the following factors
-Solidification when wet.
-Contamination by residues of previous cargoes.
-Retention of heat when loaded warm.


-It is crucial to ensure all holds and bilges are completely dry prior to loading.
-It is also of paramount importance that all valves in the drain and bilge systems are thoroughly checked and confirmed to be operational. Dysfunctional valves can allow water to seep into holds through the bilge line system causing the cement in the holds to solidify.
-An ultrasonic test before loading must be conducted in order to ensure the hatch covers are weather tight. The ultrasonic test saves a lot of trouble in comparison with other conventional methods (hose test, chalk test) of checking weather-tight ness and has become the international standard in recent years. If seawater leaks though the hatch covers, the cement can harden and result in damage to the vessel, unloading equipment, loss of cargo, additional removal work and possible damages to the terminal.


-Cargo holds must be clean and odour-free.
-It must be clarified in the charter party what level of cleanliness is required on delivery and an independent surveyor can be employed to make sure the vessel is ready to load cement.
-Cargo residues such as sugar and fertilizers may result in the contamination of cement cargoes. Raw sugar reacts with cement and even small amounts seriously affect the setting and hardening performance of cement. As little as 0.001% of sugar, if mixed with cement, renders it worthless. Some cement companies do not allow cement to be carried on vessels which have carried previous sugar cargoes. 


-It is important to check the temperature of cement before loading, as its temperature can be as high as 110°C when leaving the production site. This should especially be considered when loading takes place alongside the factory and cargo is loaded as soon as it is passed through the kilns.
-Loading cement at high temperatures (over 100°C), not only damages hold coatings, but also leads to the production of water vapour within the holds. 
-Conducting pre-loading surveys to ensure all cargo is below 100°C can prevent cargo and vessel damage 


If it is warm and humid at the port of loading, hatch covers should be closed as soon as loading has been completed to retain dry air inside the holds.
Hatch covers should also be kept closed during intervals in loading, especially if there is a possibility of rain.
-Closed loading systems
Closed loading systems entail pumping cargo under high pressure into the holds through a loading chute, while the hold covers remain closed.
When loading cement in this manner it could result in a large amount of cement dust sticking to the hatch cover undersides, hatch trackways, hatch coamings, drain holes and drain channels. Incorrect loading equipment could worsen the situation. If this cement dust is not cleaned, it would harden and result in the blockage of the drain holes and channels on coming into contact with rainwater or seawater during the vessel’s journey.


-The main deck, hatch covers, hatch coamings, drain holes and draining channels should be swept and washed down before departure of the vessel. 
-If not forbidden by the port due to anti-pollution regulations, these areas should be cleaned with compressed air. 
-This prevents any loose cement in these areas from hardening if exposed to water.
During discharge 
-Discharge should not be undertaken during periods of bad weather. 
-Charterers may be asked for a LOI if they insist on discharge. This would usually serve to place all liability and damage risks on charterers. 
-´´If charterers have CLH cover, that could be prejudiced by the terms of the LOI.

Cement cargo risk and its management

After discharge 

-After discharge, dry residue and pockets of cement remain loosely adhered to exposed surfaces in the hold, including bilge wells, cargo hold bulkheads, hatch cover undersides and hatch coamings.
-The cement dust in these areas should be cleaned using brooms, brushes and air guns with the help of Cherry Pickers. When all cement dust has been swept away, all areas should be washed with seawater using high pressure hoses (2,500 psi). 
-If there is semi-hardened cement visible on the hold surfaces, a more aggressive approach should be employed from the start. Stiff bristle brushes and hand scrapers should be used to remove as much as the cement as possible. If hardened, pressure hoses will not successfully remove the cement and only worsen the situation. Water will aid in the hardening process of the cement, causing more damage and further delaying the cleaning process
-If manually sweeping and scraping the surface does not remove the hardened cement, additional equipment such as very high pressure washers (20,000 psi) may have to be loaded on board. These are expensive, extremely heavy and cause delay. 

Cement cargo risk and its management


Crew involved during the loading, discharging and cleaning process must always be provided with appropriate personal protective equipment (“PPE”) and trained on using it properly. Appropriate PPE will include chemical gloves, chemical body suits, eye goggles, breathing masks and boots. All crew must be trained in how to use them properly. Whereas dry cement dust can cause severe eye and respiratory irritation when it comes in contact with mucous membranes, wet cement can also cause severe skin burns if not washed off properly.


Cement, if not carried in bulk, is usually shipped in 50 kg paper bags or one/two tonne polypropylene bags.
These must be further packaged in water-proof material as absorption of moisture or carbon dioxide from the air can significantly deteriorate cement over time.

Precaution to be taken(cement cargo)

-Make sure the holds are clean and dry before loading.
-´´Be extremely careful if the vessel has previously carried a cargo of sugar.
-´´Conduct an ultrasonic test before loading to ensure hatch covers are weather tight.
´´-Discourage loading and unloading during periods of bad weather.
´´-Discourage loading cargo at very high temperatures as this could produce water vapor in the holds.
-´´After loading, ensure all cement dust is swept away from all exposed surfaces to prevent it from hardening on contact with rainwater or seawater.
-´´Always ensure crew dealing with cement are provided and trained in using the appropriate PPE.
-´´Consider carefully the cleaning method to be employed from the very start in the event of hardened cement on the hold surface. A wrong approach can exacerbate the situation, increase cleaning costs and cause significant delays.
-´´Aim to include extremely specific clauses regarding delivery, re-delivery and cleaning obligations in the charterparty.
-´´Know your obligations and liabilities under the charterparty.

=====================thank you======================

Tuesday, May 22, 2018

What is container transport?

Container transport

Containerisation is a wider application of the concept of unitisation.The use of intermodal containers for transport of a variety of cargoes has become increasingly common in recent years.
Intermodal transport involves rapid movement and transport of standard cargo containers by sea, land and air. It has reduced cargo handling, particularly in Door to Door shipments.
 containers in this context maan large boxes of regulated sizes, constructed of strong light-weight metal, specifically designed for carriage by custom- built cellular container ships. A fully laden container ship will normally include one or two tiers of container cargo" on deck ".

Containers vary in size and in designs according to the requirements of the container operators and shippers. Generally accepted standard sizes by the ISO (nternational Standards Organisation) are: 8 or 8.5 feet high by 8 feet wide and 10 or 20 or 30 or 40 feet long.

The main standard used is 20 feet in length expressed as TEU (Twenty Foot Container Equivalent Unit) .Such containers fit into the specially constructed holds of container vessels as well as in the holds of most conventional ships and can be placed on a suitable transport for rail or road haulage.

For the purpose of shipping, the contents of a container are described as Full Container Load (FCL) or a Less-than-Container Load (LCL).

Container transport

FCL implies a full load for a single shipper.

LCL is the term used for a smaller consignment consolidated with goods of other exporters to fill the container.

 A shipper who plans to dispatch a full load can take delivery of an empty container at his own premises for loading by in-house staff. lf it is then intended for delivery to a single consignee, the ideal of door-to-door transportation is possible, ie. from the consignor's to the consignee s premises without breakdown of contents. 

if, however, the shipper chooses to use the packing services of an outside freight forwarder, a groupage depot or a container packing station or if the contents are to be distributed to various consignees after the container arrives at the destination container terminal, an element of conventional transportation at both the shipping and destination ends cannot be avoided.
LCL and fCL

 Therefore, all LCLs begin and end their transit by conventional conveyances. An underwriter should atways inquire in this aspect and the rating should reflect which of these altermatives will apply that is, whether FCL or LCL and whether door-to-door or canventional handling and delivery. 

Institute Cargo Clauses goes further in case of FCL containers and excludes losses occurring due to faulty or improper stowage inside the container, provided such storage is carried out prior to attachment of insurance or by the Assured or their servants or employees: In case of LCL, since stowage is generally done by shipping company, defective stowage is not the insured's fault and so exclusion may not apply to LCL.

Monday, March 26, 2018

Western Dedicated Freight Corridor

The Western Dedicated Freight Corridor or Western DFC is a broad gauge freight corridor under construction in India by Indian Railways. It will connect India's capital, Delhi, and its economic hub, Mumbai. This corridor will cover a distance of 1483 km and would be electrified with double line operation. A single line branch is proposed from Pirthala Junction to Tughlakabad. This will run parallel to existing Delhi - Mathura main line. Route from Rewari to Dadri will be entirely new line and Dadri will further be connected to Khurja junction which will connect this corridor to Eastern Dedicated Freight Corridor.

In Gujarat
Western Dedicated Freight Corridor

Western Dedicated Freight Corridor

Following 165 long stretches of its introduction to the world, Indian Railways is set to get its first freely possessed committed passage for cargo prepares on August 15, when the nation will commend its 72nd Independence Day. 

Executive Narendra Modi is probably going to commit to the country a 190-km railroad line between Dadri in Uttar Pradesh and Phulera in Rajasthan, which fall under the Western Dedicated Freight Corridor (WDFC)

The Red Fort discourse of the PM this year is probably going to set the pitch for the up and coming Lok Sabha decisions, refering to the administration's accomplishments in the four years.

For the railroads, that is confronting hardened rivalry from roadways in cargo activity, this can come as a new rent of life as the undertaking is at last coming to fruition despite the fact that in part following 12 long stretches of its arrangement. It was in February 2006 that the Cabinet had given on a basic level gesture to the venture.

"The feeder course at Tundla is now set up and the Ateli-Phulera course will be practical on August 15," said an administration official. The Rs 814-billion-task of Eastern and Western DFCs will cover an aggregate of 3,360 km track, of which around 1,500 km falls in the western area beginning from Dadri to Jawaharlal Nehru Port Trust.