Transportation of Hot-forging press from Voronezh, Russia to India and Brazil.
Shipment of goods from the factory in Voronezh was carried by road, where the normal positions were loaded into standard trucks, and oversized for special low-bed trucks. The road transportation was carried out to the port of St. Petersburg, where the cargo was directly unloaded from the trucks on roll-trailers. The sea freight from the port of St. Petersburg, Russia to the port of Antwerp, Belgium, was accomplished by a linear "ro-ro" service. To send two shipments from the port of Antwerp, Belgium were chartered two conventional vessels, one to India, both to Brazil.
Other news
12/05/2017
Transportation of the disassembled parts of the press to the port of Saint Petersburg was carried out by road transport, including heavy items - frame 100 tons and table 80 tons at modular systems. In the port of St. Petersburg, the cargo was divided into parties, where the normal goods were shipped in standard containers, over-sized cargoes on ro-ro trailers. Despite the division of the parties, the goods were cleared on the customs by one product item.
07/15/2016
The project of BIMEX GROUP LLC for the transportation of overweight cargo (Complete automatic technological line оn manufacture and processing casing gas-oilwire, ргоfilеelectrowelded straight seems pipes with external diameter from 426 till 1420 mm, length 12050 mm, wall thickness 7,9…60mm, Х120) from South Korea to the Voronezh Region.
Bimex Group came up with some innovative solutions for this logistical challenge.
1. The main delivery was arranged from the South Korean ports of Busan, Masan, and Inchon where the cargo was divided into two parts. The large-scale cargos were shipped in dry-sea containers and the overweight cargo?(was) sent by bulk. It was impossible to transport the cargo by road due to the excessive size and weight of the cargo and the inadequate strength of Russian roads and bridges. Similarly, rail transport wasn’t possible due to size restrictions. So, it was decided to ship the cargo by the river Don to the town of Lisky, where it was unloaded onto a special wharf.
2. Initially, we considered a northern route, shipping the cargo to the port of St Petersburg, where it would be transferred to a barge, and later to a special road transporter. However, we realised that the northern route delayed delivery considerably because of the late opening the river navigation. An alternative southern route was considered, involving a transshipment into the transit port of the Black Sea and entered into the Don from the Azovsko-Donskoy channel. In addition, the navigation in the Upper Don is limited and unpredictable. Accordingly, we chose the Southern Route which allowed us to take advantage of the spring floods.
3. In order to minimize transport costs we chose a unique barge of the river-sea navigation class which both enables entry into any the Black Sea port, but also can go up the River Don all the way to Lisky. The loading capacity of the barge is more than 2000 tonnes, whilst having a minimum draft of only 60 cm.
Bimex Group came up with some innovative solutions for this logistical challenge.
1. The main delivery was arranged from the South Korean ports of Busan, Masan, and Inchon where the cargo was divided into two parts. The large-scale cargos were shipped in dry-sea containers and the overweight cargo?(was) sent by bulk. It was impossible to transport the cargo by road due to the excessive size and weight of the cargo and the inadequate strength of Russian roads and bridges. Similarly, rail transport wasn’t possible due to size restrictions. So, it was decided to ship the cargo by the river Don to the town of Lisky, where it was unloaded onto a special wharf.
2. Initially, we considered a northern route, shipping the cargo to the port of St Petersburg, where it would be transferred to a barge, and later to a special road transporter. However, we realised that the northern route delayed delivery considerably because of the late opening the river navigation. An alternative southern route was considered, involving a transshipment into the transit port of the Black Sea and entered into the Don from the Azovsko-Donskoy channel. In addition, the navigation in the Upper Don is limited and unpredictable. Accordingly, we chose the Southern Route which allowed us to take advantage of the spring floods.
3. In order to minimize transport costs we chose a unique barge of the river-sea navigation class which both enables entry into any the Black Sea port, but also can go up the River Don all the way to Lisky. The loading capacity of the barge is more than 2000 tonnes, whilst having a minimum draft of only 60 cm.
03/01/2011
Overall dimensions (L x W x H): 10 m x 3.55 m x 3,35 m, weight 75 tons. Shipping is from Parma (Italy), by low-bed truck for delivery to the port of Kiel (Germany). Then transshipment to the ferry line DFDS and sea transportation to the port of St. Petersburg (Russia). Transshipment in the port of St. Petersburg on low-bed truck and delivery to the Consignee in Roslavl, Smolensk region.
12/19/2005
Sending goods from the factory in Yekaterinburg by railway transport, including the big transformer, weighing 90 tons. Transshipment of cargo at the port of Novorossiysk (Russia) on a ship with the subsequent delivery to the port of Tartus (Syria). Transshipment of cargo at the port of Tartous using a wheeled mobile crane with load capacity up to 300 tons. Cargo delivery to the installation site on the Euphrates Dam and unloading on site using a mobile crane. Consignee - The General Organization Euphrates Dam.
