We bring a 20ft or 40ft container to your factory, stuff it under your supervision and seal it once. From there cranes change the vehicle — truck, rail wagon, ship — while the container, and everything inside it, stays shut until your consignee breaks the seal.
Inland long hauls move on rail where rail is cheapest and steadiest. Our trucks close both ends and our crane slots book the transfer, so the container is only ever lifted — never emptied.
Coastal and EXIM movements shift the long leg to water. Drayage, port handling, gantry slot and documentation are run by the same desk that booked the vessel space.
The empty comes to your factory. Your team loads it, your team watches it close, and the seal number goes on the documents before it leaves.
Every mode change is a crane lift of the whole container. Cargo is not re-handled at the rail head or the port, which is where damage and pilferage normally happen.
Rail slots, vessel space, trucking, port charges and clearance arrive as a single invoice from one accountable team.
Most of the journey is on rail or water, where there is no braking, no potholes and no re-handling. The cargo is loaded once and unloaded once.
A sealed container travelling A to B is not opened by anyone in between. Fewer hands on your cargo means fewer chances for loss, and a seal number that either matches at destination or does not.
Rail and sea carry far more per trip than a truck, and the saving lands on your freight bill — not on your service level.
We would rather tell you this before you book than after. Trains and vessels run to schedules, not on demand, so a multimodal move takes longer than putting the same cargo on a truck. If the days matter more than the rupees, say so and we will run it by road instead.
