Edible oil transport
Est. 1991Port Qasim, Karachi24.78° N 67.33° E
Food-grade oil tankers from Port Qasim to refineries and ghee mills across Pakistan. Our own fleet and drivers, on the road since 1991.
Sealed at the berth.
Signed for at the gate.
Ship to shelf
Most of Pakistan's cooking oil lands by sea and travels inland by road. Between ship and shelf, we are the link that can't break: our own tankers and drivers, berth to refinery gate.
Five hands between the ship and the shelf. We are the one that holds.
Palm, soybean and canola oil arrive by sea at Port Qasim.
Pumped ship-side into the bulk liquid terminals.
Loaded, sealed and weighed, then driven by our own crew.
Discharged in your window and signed for at the gate.
Ghee and cooking oil in kitchens from Karachi to Peshawar.
Road freight carries the vast majority of Pakistan's goods, so when a tanker is late, a refinery idles, a ghee mill stops its line and shelves run short from Multan to Peshawar. That is why we run our own fleet instead of hiring trucks off the open market: food-grade tankers kept for oil alone, company drivers who know your gate, and capacity planned before the Ramadan peak and the crushing season, not during them.
What we carry
Every cargo rides in equipment kept for it alone, sealed at the loading bay and checked at your gate.
Contract carriage
Contract logistics for the manufacturers who keep Pakistan's shelves stocked: edible oil, molasses, bulk chemicals, finished goods and dry cargo, each on equipment kept for that cargo alone.
Services
01 / 05: Edible oil
The cargo we were built on.
Palm oil, soybean and canola from Port Qasim to refineries and ghee mills, in food-grade tankers that carry edible oil and nothing else.
Questions from the loading bay
What refinery buyers, ghee mill managers and supply chain teams ask before they trust us with a load, answered straight. Search, filter by topic, or pick a city on the board for its distance and road time from Port Qasim.
Planning figures for a loaded tanker, road time only. Your lane is surveyed and confirmed in writing.
Edible oil is our core: crude palm oil, palm olein, soybean and canola, from the storage terminals at Port Qasim to refineries and ghee mills across Pakistan. The country imports well over three million tonnes of palm oil a year, most of it through Port Qasim, and almost every litre of it moves inland by road. That road is where we have worked since 1991.
Alongside it we carry molasses for sugar mills and distilleries, bulk liquid chemicals for industrial plants, and finished goods and dry cargo for manufacturers and distributors, from coal for cement and power plants to grain and fertiliser, each on equipment kept for that cargo.
The open market works until the week you need it most. Before Ramadan, when diesel jumps or a strike shuts a highway, spot trucks disappear or double their price, and a refinery that relied on them runs short. One missed tanker becomes an idle plant, a stopped ghee line and empty shelves downstream.
A dedicated carrier takes that risk off your plan: tankers committed to your lanes, crews who know your loading points, rates fixed by contract and one team answerable for every load. It is how a supply chain stays steady when the market does not.
Contract carriage is what we are built for: tankers committed to your lanes for a season or a year, at agreed rates, with the same crews learning your loading points and your people. It is the surest way to keep a refinery fed when the market tightens in Ramadan or at the peak of the crushing season.
Single trips are welcome too. When capacity allows we take spot loads, and plenty of our contract customers started with one.
Per tonne or per trip, by lane, quoted in rupees. The rate reflects the distance, the cargo, the time allowed for loading and discharge, and whether there is a return load to be had on the way back.
Diesel is the one number nobody controls, so contract rates carry a fuel adjustment tied to the government's published fuel price revisions. When the price moves, the rate moves with it by a formula agreed in writing on day one: no renegotiating mid-season and no surprises on the invoice.
Send us the lane and the cargo through the quote form. We call back, survey the route and both loading points, and put equipment, schedule and terms to you in writing before the first tanker rolls.
The survey is the part that pays off later: gate timings, weighbridges, turning space for a loaded tanker and the refinery's discharge window are all worked out before your cargo is on the road, not after.
Yes, because we plan for it. Ghee and cooking oil demand climbs ahead of Ramadan and Eid, and the sugar mills crush from roughly November to March. Contract customers have tankers committed through those peaks; the fleet is built up ahead of them and stood down after, so your volume does not depend on what the open market has left.
Our edible oil tankers carry edible oil and nothing else, ever, so the previous cargo in the tank is always food. Each one is cleaned, inspected and sealed before every loading, and the seal numbers go on the bill of lading.
That gives your quality team a clean chain from the terminal to your intake: what the tank last carried, when it was cleaned, and a seal that was checked intact at your gate.
Not when it is planned for, and we plan for it. Palm products pour freely warm and set as they cool, so on winter nights in Punjab we time loading and discharge to the cargo's temperature rather than the clock, and coordinate with the terminal and the refinery so the oil comes off at its working temperature of around 50–55 °C.
The result is the same turnaround in January as in June.
Every tank is sealed at loading, the seal numbers are written on the bill of lading, and the seals are checked at discharge. Weights are taken at both ends, so any difference shows up at your gate, in front of your people.
Most of all, the tankers and drivers are our own. Nobody along the route is a stranger picked up for one trip, and one team answers for the load from berth to gate.
Yes, each in its own equipment. Molasses rides in bulk tankers sized for a dense, slow-pouring load and runs to the mill's crushing schedule. Chemicals go in a compatible tank, never a mixed load, with hazard placards, the safety data sheet and a trained crew carrying a spill kit.
Edible oil tankers are never used for either.
Call dispatch. The tankers and drivers are our own, so dispatch is in touch with every crew on the road, and one call tells you where your load is and when it will reach your gate.
Every one. Loads are built to the legal axle limits enforced on Pakistan's motorways and national highways since November 2023, never over them.
It is the safer way to drive a heavy tanker, it protects the roads everyone depends on, and it means your cargo is not held up at a weigh station or offloaded at the roadside. A compliant load is a predictable load.
Our own drivers, not a pool of subcontractors. They are trained for the cargo behind the cab, from keeping a food-grade seal intact to handling a placarded chemical load, and on long hauls runs are planned with proper rest so nobody pushes through the night on the N-5.
Yes. Liability for the cargo is set out in the contract before the first load, and our cover works alongside your own inland transit or marine-cum-inland policy, so there is no gap between the ship's rail and your tank.
Should a claim ever arise, the seal record and weighbridge slips are already on file to settle it quickly.
Nationwide, from Port Qasim in Karachi to every major refining and industrial centre: Hyderabad, Sukkur, Rahim Yar Khan, Multan, Faisalabad, Lahore, Sheikhupura, Islamabad-Rawalpindi and Peshawar, and west along the Makran coast to Gwadar. Fourteen motorways and highways, eight core corridors.
The backbone is the motorway network: M-9 to Hyderabad, N-5 to Sukkur, the M-5 to Multan, then the M-3 and M-4 into central Punjab and the M-2 and M-1 to the north. Faster, smoother roads mean quicker turnarounds and less wear on the cargo and the fleet. Westward, the N-10 coastal highway takes the same tankers along the Makran coast to the port at Gwadar.
About 1,215 km by the M-9, N-5, M-5 and M-3, which a loaded tanker covers in roughly 24–28 hours on the road. Add the time for loading and discharge, and most runs are at the refinery gate the day after they leave Port Qasim.
Try any destination on the lane board at the top of this section for its distance and road time. Your own lane is surveyed and confirmed in writing.
Yes. From Port Qasim it is about 680 km by the Northern Bypass and the N-10 coastal highway, through Ormara and Pasni, which a loaded tanker covers in roughly 13–16 hours on the road.
As on every lane, we survey the route and both loading points before the first load, and confirm the schedule in writing.
We plan around them, and we tell you first. Because the tankers and drivers are our own, we are not hunting for trucks on the open market when it tightens, and dispatch can re-route in hours, for example between the N-5 and the Indus Highway when one is closed.
Contract customers hear about a disruption from us before they read about it, with a revised arrival time rather than a vague apology.
A bill of lading with the seal numbers, weighbridge slips from both ends and a signed proof of delivery for every trip, plus the safety data sheet and placards for chemical loads. Everything your stores, QA and accounts teams need to close a delivery without chasing anyone.
Invoices are issued in rupees from a registered, tax-compliant business, with each trip's documents attached. Contract customers get a consolidated statement on an agreed cycle, and tax withheld at source is acknowledged against it, so reconciling with your finance team is straightforward.
Payment is by bank transfer on the terms agreed in the contract.
