Project cargo company
in Dubai.

Anything that exceeds the internal dimensions or payload of a standard container: over-height, over-width, over-length, or very heavy single pieces. Once cargo is out of gauge it moves on flat racks, open tops, break bulk or RoRo rather than in a sealed box, and it needs planning rather than just booking.

Out of gauge, often shortened to OOG, means cargo that physically protrudes beyond the container it sits on, over the sides, the ends or the top of a flat rack. It is quoted differently because the carrier loses the adjacent slots the overhang occupies, and stowage options on the vessel are limited.

Break bulk means cargo loaded into the vessel hold as individual pieces rather than in containers, such as crated machinery, steel, pipes and transformers. It suits items too large or heavy for containers, and it requires cranes at both ends plus ports equipped to handle it.

Project cargo is quoted per shipment rather than from a rate card, because the equipment, stowage, lifting and permits are specific to the piece. The price is built from the vessel or equipment booking, the port handling at both ends, the inland movement and any permits or escorts required.

Exact dimensions and weight per piece, the centre of gravity for heavy items, lifting points, and drawings or photographs where available. For inland delivery we also need the final address and any known access constraints. Without those we can only guess at the equipment, which is how project shipments go wrong.

Yes, for inland movements where access is uncertain. A survey confirms bridges, overhead cables, turning circles and road surfaces can physically take the piece before the cargo is committed to that route. It is cheaper than discovering the problem with the load already on a trailer.

Yes. Oversize and overweight movements in the UAE and across the GCC require permits, and often police or pilot escorts. These are arranged as part of the movement rather than left to you, because the permit conditions frequently dictate the routing and the time of day the load can travel.

Yes. Heavy lift means pieces beyond normal crane capacity, requiring specialist vessel gear, floating cranes or shore cranes booked specifically. The lifting method is decided before the vessel, because the available lifting capacity at both ports constrains which services can be used at all.

Considerably further than standard containers. Special equipment has limited availability, permits take time, and out of gauge stowage has to be agreed with the carrier before the booking is accepted. Bringing us in at the enquiry stage rather than after the sale usually saves both time and money.

Yes, and it normally should be. Standard carrier liability is limited by convention and rarely approaches the value of industrial equipment. Project cargo insurance can also be extended to cover the lifting operations themselves, which is where a large share of the risk actually sits.

Yes. Multi-piece projects are consolidated and sequenced so that components arrive in the order the site needs them, rather than all at once. That sequencing is often more valuable than the freight rate, because it dictates how long the site waits.

Port Rashid (AEPRA) handles break bulk and selected project cargo, and Jebel Ali (AEJEA) handles out of gauge on flat racks and open tops. Khalifa Port and Port of Fujairah are used depending on the piece, the vessel and the onward routing.

Oil and gas, power and renewable energy, construction and infrastructure, manufacturing and industrial relocation, mining and marine. The common thread is not the sector but the constraint: a piece that will not fit standard equipment, a site that was not built for the delivery yet, or a shutdown window that cannot move.

Project logistics is the planning around a project cargo movement rather than the movement itself. It covers the route survey, the equipment selection, the lifting and securing method, the permits, the sequence in which pieces arrive, and the coordination with whoever is installing at the far end. On a multi-piece project the sequence is usually harder than any individual lift.

A self-propelled modular transporter is a computer-steered platform of many small axles that carries and manoeuvres extremely heavy pieces at low speed. It is used where the load is too heavy for a conventional trailer, or where the piece has to be positioned precisely on site rather than simply delivered nearby. Modules can be coupled together for longer or heavier loads.

Yes, and it needs handling earlier than on standard cargo. Oversized pieces often arrive on a different vessel or trailer configuration from the rest of a consignment, temporary admission may apply if equipment is entering for a fixed period, and the declaration has to match a piece list that is rarely a simple carton count. We prepare it alongside the transport plan rather than afterwards.

By a securing arrangement designed for that specific piece, not a general rule. That means calculated lashing, timber cradles or steel supports where the load needs them, and a stowage plan agreed with the vessel or trailer operator before loading. On heavy lifts the lifting plan and the method statement are produced before anything is moved, and they name the lifting points and the centre of gravity you supplied.

Yes, and it is the right order to work in. A feasibility check answers whether the move is physically possible before anyone prices it: the access at the delivery site, the inland route and its restrictions, the discharge port and its lifting capacity, and only then the vessel and equipment. Booking first and surveying afterwards is the most expensive mistake in this category.