Trailers and trucks arranged against the clearance timeline rather than a call centre queue. When the same firm holds the Bill of Entry and the transport, the vehicle is ordered for the hour the container is actually released, not the hour someone guessed at.
What we move
- Container haulage — 20ft, 40ft and high cube, port to factory gate and back.
- Break-bulk and loose cargo — reels, bales, drums and palletised loads.
- ODC and project moves — route survey, escorts and state permits for cargo that does not fit inside the lane markings.
- Reefer transport — temperature logged end to end.
- Empty return — tracked against your free days, so you do not pay detention for our scheduling.
Where we run
Daily movement within Kerala from Cochin, Vizhinjam and Kottayam ICD. Upcountry we run regular lanes to Coimbatore, Bengaluru and Chennai, which covers most of the industrial destinations our import clients ship to.
For anything beyond that, tell us the destination and we will tell you honestly whether we are the right people or whether you are better served by a specialist on that corridor.
The weight problem
The maximum gross mass stamped on a container is what the box may carry at sea. It is not necessarily what may legally move on an Indian road behind a particular trailer.
Permissible laden weight depends on the axle configuration of the vehicle, and it frequently binds before the container's own rating does. A box loaded near its maximum at origin can arrive at Cochin and need a different trailer, a partial de-stuff, or a permit to move inland.
This is the single most expensive surprise for importers of dense cargo — rubber, carbon black, machinery. Sorting out the trailer configuration while the container is still at origin costs a phone call. Sorting it out with a loaded box at the terminal costs storage, demurrage and a lost week. Our container reference covers typical payloads.
Detention, demurrage and storage
Three separate charges, from two different parties, running on overlapping clocks. Confusing them is how importers end up disputing the wrong invoice with the wrong company.
| Charge | Levied by | Runs while |
|---|---|---|
| Storage / ground rent | The terminal | Cargo occupies terminal space beyond free days |
| Demurrage | The shipping line | The line's container sits inside the terminal beyond free days |
| Detention | The shipping line | The container is outside the terminal and not yet returned empty |
Transport is where the detention clock is won or lost. A container that reaches your plant on the day of release, is unloaded promptly and returns empty the same week rarely generates a detention bill. One that waits three days for a vehicle usually does.
Reefer transport
For seafood moving from plant to port, or from port to cold store, the temperature record matters as much as the arrival time. We log the setting through the road leg so there is no gap in the chain between the container being plugged in at one end and the other.
Reefer moves need booking earlier than dry, because equipment, genset availability and plug points at the terminal all constrain the schedule.
Common questions
Do you own your trailers or subcontract?
We arrange transport with vehicles we work with regularly and hold accountable, rather than whoever is cheapest that morning. The practical difference is that the vehicle turns up when the container is released, and there is one firm answerable for the whole move.
Can you transport a container that was cleared by another agent?
Yes. It works better when we hold both, because release timing feeds straight into vehicle despatch, but we are happy to move a box someone else has cleared.
How do we avoid detention charges?
Unload promptly and return the empty inside the free days, which means having the vehicle ready for the release rather than ordering it afterwards. Negotiating more free time at the point of booking is the other half of the answer.
Can you move over-dimensional cargo in Kerala?
Yes, with a route survey first. ODC moves need permits, sometimes escorts, and occasionally physical changes to the route. The survey is what tells you whether the consignment can reach the site at all, and it should happen before the equipment is bought.