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Breakbulk July 2018

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16 The Journal of Commerce | July 2018 www.joc.com Breakbulk & Project Cargo US PROJECT CARGO importers face a rising tide of pressures today ranging from fuel surcharges and congested ports to a growing clampdown on over-dimensional freight-hauling per- mits and tight breakbulk liner capacity during peak periods when weather drives scheduling and demand. But a recently completed move of three unassembled air cooling con- densers to three different construc- tion sites added layers of complexity to a logistics solution that involved six Asian and US ports, seven ocean car- riers, nine breakbulk vessel crossings, and 75 containerized liner sailings over a 36-month period. The marathon move was or- chestrated by Seahawk Logitech, a 17-year-old third-party logistics company in Itasca, Illinois, that won the award from a US-based global manufacturer of industrial heat transfer products. "There is only one way a logistics service provider can protect his shipper-customer on a move of such enormous scale, when all parties to the supply chain are not always willing to give an inch," John Bae, managing director, told The Journal of Commerce. "You must have Prioritized planning Seahawk offers case study in complex three-year heavy-li project cargo contract By Chris Barnett container vessel," officials said. Notably, that operation was an improvement on the 79-metric-ton, out-of-gauge cargo NSIGT processed on Maersk Line's Guayaquil in May 2017. NSIGT, located next to DP World's flagship Nhava Sheva International Container Terminal, opened full-fledged operations in early 2016. With a berth of about 1,083 feet, a draft of 44 feet, a 68- acre storage yard, four rail-mounted quay cranes, and 12 rubber-tire gan- try cranes, it has a capacity to handle 1 million TEU per year. Furthermore, NSIGT has several other "firsts" to its credit — such as hosting the largest container ship to have called Indian shores, with the India's increasing participation in turnkey projects in the Gulf and in Africa is seen as another factor propelling local demand for project cargo handling. 13,000-TEU MSC Cristina dock- ing there in April 2017; and using an optical character recognition technology-enabled module for gate operations that has dramatically shortened its truck turn times. In a prolonged, sluggish trade environment, ocean carriers have strategically shifted their focus to balancing their freight mix in order to create new revenue streams. Further, as India pumps billions into infrastructure development and accelerates domestic manufactur- ing efforts, ocean carriers believe totally open communication." By the time Seahawk won the bid in 2014, Bae already had his pre-plan sketched out. In gathering informa- tion for his proposal, he discussed specifics with his personal contacts at seaports, ocean carriers, truck lines, and foreign-based forwarders. In all cases, they were people he had worked with before on project moves and whose reliability had been proved. "By talking openly and specifical- ly and not hypothetically, we started formulating the pre-plan, including timelines, which still took four to six months to complete, review, and approve before the first shipment moved," he said. The project originated in Vietnam and China. The out-of-gauge cargoes were three steel structures weighing 22 metric tons apiece, measuring 45 feet long, 9 feet wide and 8 feet high that formed the housing for the air cooling condenser, and multiple duct- ing components weighing 26 metric tons each, measuring 55 feet long by 9 feet wide and standing 11 feet tall. "These pieces were manufac- tured in Ho Chi Minh City where we took possession of the cargoes," Bae said. "We were not responsible for the drayage." The heating cores, peripherals, components, and other parts that would meet up with the outsize cargoes at the construction site were manufactured in Xingang and Shanghai, also major port cities. The huge volume of smaller cargoes would require 450 FEU over the

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