Pick a line on the board, or scroll to see each cargo in the glass.
Contract freight for Pakistan’s industries.
From Port Qasim to every major city: five cargoes, each on equipment kept for it, and one team keeping the road link in your supply chain unbroken.
Pours thin and sloshes freely once warm; thickens as it cools.
Edible oil
Most of Pakistan's cooking oil arrives by sea at Port Qasim. We carry it the rest of the way.
Crude palm oil, palm olein, soybean and canola oil arrive by ship at Port Qasim in Karachi, where they are pumped from the berth into bulk storage terminals. From there almost every litre travels inland by road, to refineries and ghee mills in Hyderabad, Multan, Faisalabad, Lahore and beyond, one food-grade tanker at a time.
It is food, so the tank has to be clean enough to eat from and must never have carried anything else. Palm products thicken as they cool, so we time loading and discharge to the cargo's temperature, not just the clock. And because one late tanker ripples down the whole supply chain, idling a refinery and stopping a ghee line, every run is planned around the terminal's discharge plan and your intake window.
How we carry it
Molasses
When the cane is crushed, molasses comes all at once, and it has to leave as fast as it is made.
Molasses is what remains after a sugar mill has taken the sugar out of the cane: dense, dark and valuable. It feeds ethanol distilleries and cattle-feed plants, and fills the export tank farms at Port Qasim, where it leaves the country as molasses or as the ethanol made from it.
Mills in Sindh and Punjab crush through the season, roughly November to March, and molasses builds up behind them day and night. Left standing, it fills the mill's tanks. So we build the fleet up for the season and keep those tanks moving, allowing for a thick, slow pump that gets slower still on a cold morning.
How we carry it
Chemicals
Every chemical behaves differently, so every load is treated as a job of its own.
Acids, alkalis, solvents and process chemicals keep Pakistan's textile mills, soap and detergent plants, paper mills and water-treatment works running. Each one reacts in its own way to heat, to air and to whatever was in the tank before it.
So every bulk chemical load starts with the paperwork: what it is, what it must never share a tank with, how it is marked and what to do if something goes wrong. It travels in a compatible tank, under hazard placards, with a trained crew who know exactly what is behind the cab.
How we carry it
Finished goods
Finished goods are worth the most and damage the easiest. They travel shut.
Packaged food, drinks, home and personal care products and building materials move in cartons and on pallets from the factory to the warehouse, then on to distributors nationwide. What arrives is what gets sold, so a crushed carton or a damp pallet is money lost at the far end.
They ride in closed-body trucks and containers that keep out rain and dust, sealed at loading and opened only at their destination, and loaded to the axle limits enforced on Pakistan's motorways and highways since November 2023.
How we carry it
Dry cargo
Coal, grain, sugar and fertiliser keep the country running, and most of it moves by road.
Imported coal for cement and power plants comes off ships at Karachi alongside wheat, sugar, rice and fertiliser, while more dry cargo leaves mills and warehouses every day. All of it heads up-country to plants, markets and depots. Coal travels loose; most of the rest is bagged, often in 50-kilo sacks stacked by hand.
Each load goes on the body that suits it: a flatbed, a high-sided trailer or a container. Open loads are tarped and lashed against rain and dust, and bags are counted at loading and counted again at the far end.
How we carry it
On contract
Loading point, discharge point, the road between them and every weigh station on it, surveyed before the first load.
Tank, body and crew chosen for your cargo and kept on it, never borrowed between jobs.
Runs set to the ship, the mill or the factory's plan, with rates and terms agreed in writing.
Dispatch in touch with every crew from gate to gate, and one number to call for an arrival time.
Seals, weights, counts and a signed proof of delivery back to you after every trip.
One fleet.
Five cargoes.
On contract, nationwide.
