The Case of Transportation of 8 Metallic Frames and Accessories from Santos, Br to Bandar Abbas, IR
The main challenges aroused in the process of carriage were as follows:
The means of carriage
The physical status fitted to the means of carriage
The management of procedures relating to the second leg of transportation
Dimensions of the Metallic Frames: L:16 M x W: 1.65 M x H:1.7 M Weight: 11 ton/ per Frame
The first challenge was to figure out different options for carriage and to select the most efficient, based on related price and risk assessment.
The means of carriage available to us at this point were: 1. Carriage by trailer from Santos, Br to Bandar Abbas, IR via RO-RO vessels; 2. Carriage by Bulk vessels as break bulk cargo; 3. Carriage by container ships on Flat Rack containers.
Through the assessment of the options it became clear that the first and the second options were not viable; the former, due to it total charges being 1.5 times above the average and the latter, due to its unavailability. (Only one bulk vessel approved to carry the cargo on deck which was rejected due to its high rate of related risks and high value of the cargo.)
The carriage via flat rack containers on container vessels had several advantages: its price, safety, security and that the accessories would also be carried in the same ship as the metallic racks. So in the end the container ship was selected.
Lashing of frames to flat rack containers was a very sensitive issue which should have been done by our colleagues at Santos port aboard of the vessel. As always the exact lashing points were planned in software and performed on board the ship. In the end each 2 frames were lashed and secured to the flat rack containers with 16 straps of 5 tons each, resulting in 80 tons of securing per 2 frames and 320 tons in total. (Safety Factor of 3.6 times)
۲٫ However, since the frames’ length and overall width of frames was more than the ship hold’s width – which was merely designed to fit 20’ and 40’ containers – the answer to this problem was to mount each 2 two frames on top of each other; and this meant asking shipper to change some features of the packing, i.e. the lifting points on the bottom frame must have been transformed in a way that could be locked to the frame on top; which also meant that the lifting points on the frame atop would have to be strengthened in a way that could bear 22 tons instead of 11.
The job was done perfectly by supervision of our colleagues in Santos at factory. However, due to the height limit of factory door, the frames were brought out one by one and assembled there.
The real challenge, however aroused due to carrier’s scope of services and ship’s final destination being Jebel Ali, UAE instead of Bandar Abbas, IR. Therefore, the whole shipment would have to be cross stuffed at Jebel Ali and that meant a very complex procedure was added to our liabilities.
The whole process may sound simple, however due to various issues it was very complex and we would have to supervise the whole process at Jebel Ali very carefully, also due to high storage charges of bulk shipment at terminal, it needed to be done as fast as possible.
All the segments related, would have to be coordinated perfectly which would result in a smooth operation. The brief break down of the processes and their related risks were as below:
- Arrangement of 4 trucks to be waiting at the end of the hook at the same time of cargo discharge. If the trucks would not arrive in time for loading, then the costs incurred by any delay of ship’s operation, would be on our account.2.
- All the documentation procedures for the customs works of re exporting would have to be done couple of days before ship’s arrival and any extra time would mean hundreds of dollars of storage fee.
- The next available ship to Bandar Abbas would have to be chartered and the ship’s schedule to be so close to the date of discharge and carriage of frames to bulk terminal that no warehouse charges would be incurred.
- Arrangement for the cranes to be waiting alongside the ship by the arrival of trucks, carrying frames. Any delays of ship’s operation and crane would have been on our account.
There is no need to mention that in case any of above charges happened, the result would turn out to be catastrophic, However, due to the perfect coordination and management of above phases, the operations ran very smoothly and none of the above costs were incurred in the end.
Briefly, above challenges exist in carriage of most heavylift and awkward cargoes. In the present case, the first challenge was of planning nature, the second one, of physical nature and the last one of managerial nature. In conclusion, a successful and smooth operation would need a seamless and efficient planning ahead, perfect engineering of the physical status of the shipment and its fitness to the means of carriage and time-sensitive, problem solving managerial approach to the whole process.
Written By: Ali Karim