The largest democracy in the world having one of the largest railway and road network in the world. One of the most well connected countries.
Ironically the most important key to all infrastructural developments -Industrial transport sector has been neglected by the Govt. but seen as a cash cow by the traffic police.(The views expressed in this blog are strictly personal. Readers discretion advised. Please credit for re-posts)
SHAME!!... Another accident. News reports states the trailer responsible for this collapse had anything between 47 (IBN7 TV) to 58 Axles (The Telegraph). Times of India states that the bridge collapsed due to earth quake. 8 People were killed. Whatever may be the reason... When will the transporters and contractors learn? As per an official, the bridge had a capacity of 70T but the equipment was 100T. Anyways.. that fact remains that modernization of project transport industry cannot take place until we stop rushing execution of transport projects. In any infrastructure project in India the transportation part is considered as the last concern. This notion has to change. Logistics and Transportation are the life blood of any project. Negligence is unacceptable here.
The Orissa state transport department has finally issued orders to clear the movement of hydraulic trailers into the state. Now, clearance from the respective departments has to be issued within 4days else the application shall be deemed accepted. Much awaited and needed decision. Transporters were not accepting transportation jobs which terminated in Orissa or was required to to pass through Orissa. Hope this will minimize the corruption which run rampant on the roads of Orissa.
I was reading an interview of Prof. Nirmalya Kumar (taught at Harvard, IMD and Kellogg). He mentions Indian companies as good in marketing but poor in R&D.
Also,he keeps the Human Resource in the organization at par if not higher than the customers, contrary to Vineet Nayar, CEO HCL.
I agree with Prof. Nirmalya to certain extent. If we compare the European companies to the Indians, the difference is apparent. Indian companies on an average benchmark themselves to the European leader. Excluding companies like TATA and biotechnology industry, on an average Indians have hardly done any new ground breaking R&D in engineering.
Investment in R&D is a privilege which very few can afford in India. R&D requires constant funding and a lot of patience. One cannot expect overnight results. While developing a product which is already existent in the market requires benchmarking to the market leader and a cost effective production formula. Developing a product that has never before seen features or a new product altogether requires a hell lot of effort and market research capabilities.
Indian heavy / project transport industry is now going through a phase where transport operators are differentiating vide inception of new and improved European vehicles. It’s a welcome start but a very misplaced one at the same time.
Offering the same services on a technologically improved vehicle is misguided approach to the needs of the industry.
What is required is to first clean and streamline the services offered and then introduce the new vehicles. Transporters are not the only people to be blamed for this ill-advised approach, the contractors play equal part in it .
Recently a very big construction company floated a RFQ for a transportation of 400T consignment. They provided the drawing but not the CG. When asked for it they just replied “the others didn’t ask for it, then why do we provide you the CG?” I was silenced. Now I knew why bridges collapse or vehicles overturn in India.
You will get my idea if see the comparative videos between how Europe transports windmill turbines and how most of the Indians do it.
The european/american trailer is followed by an escort vehicle which has a operator with a remote to negotiate sharp turns.
and now see how its frighteningly done in India at a fraction of cost
A bridge collapsed in Madhya Pradesh while a 300T package was being transported on it. Though it is a non educated coverage by the reporter, the end argument is... this is what happens due to hasty and non scientific execution of ODC transportation. When greed supersedes the tryst for safe and scientific execution of projects.
Transport planning and study of any above200T consignment should be done to the finest detail when it is to be done on public roads and more so when bridges are involved.
Road survey and planning, the very essence of ODC transport is often the most neglected aspect in India. Under educated operators coupled with corrupt officials is a dangerous combination and disaster waiting to happen.
Nobody seems to learn from the mistakes others are doing... bridge collapse of Manikaran, Jamnagar etc...time and again have shown NOT to use conventional hydraulic trailer configuration on bridges. Simple concept is if ODC load concentration lies between the span of the bridge, the bridge will collapse.
<< file picture of Manikaran accident in 2007
Two ways to tackle this situation
To construct or find an alternate route
To carry the equipment on a Girder Bridge
Both require thorough study and money.
In bid to quote the lowest, transporters intentionally overlook these aspects. Cannot blame the transporter alone, the contract awarding company also gives more weightage to lowest bidder than the execution methodology. You will get what you pay for. You cannot expect the best services on a tight budget.
I fear that this will give the already under educated officials an ammunition to target ODC movements.
International Crane and Specialized Transport magazine released its worldwide ranking of transport companies.
Download the full magazine from www.khl.com
A snapshot of the ranking sheet is as under. Just remember that the ranking was done as per information provided by the participants, rest is left to your imagination.
Indian Tyre major and RPG flagship company CEAT announced awards in road transport "excellence" on 27th July 2011 in Mumbai. Winners List can be found at http://www.cirta.co.in/winners_2011.php
A full page coverage was published in 2nd August edition of The Economic Times.
My opinion: The award is a positive step forward in recognizing the road transport industry as a professional industry and not just Truck-wallahs. Backed by a renowned brand surely will make people who matter to sit up and notice.
As per the winners list the categories were Operations Excellence, Personnel Management, Customer Experience, Environment Conservation and Special Achievers. 730 applicants were scanned and adjudged by Nalin Mehta- MD, Mahindra Navistar, Paras Chowdhry- MD, CEAT, A Ramasubramaniyum- President, AMW, Rakesh Batra- Partner and National Automotive Leader. Ernst and Yound and Ramesh Agarwal- Chairman, Agarwal Packers and Movers. The problem is the clubbing together of the total industrial transport industry and adjudging on basis of the above parameters. This is like the classic comparison of apples and oranges.
Award Category should have been something like- Rapid Transport (FMCG, Car Carriers, Container etc... whatever is under CMVR), Project Transport/ ODC ..whatever is over the CMVR norms), Best Achievers in inception of R&D in transportation. Subcategories same as current.
Jury should have also included logistics heads of large infrastructure companies like L&T, Reliance etc, Eminent Scientists from the best Universities of the European Union (eg. Budapest University of Technology and Economics. which has a tie up with IIT Delhi) and ARAI, Pune. The chief guest might have been the transport minister of GOI. Now we are talking serious ass kicking industrial transport awards.
Maybe the next edition will be a much more serious affair than just being a colourful affair.
I have been getting overwhelming response and queries on Hydraulic Trailer industry in India from all over the world...from China to Germany. Thank you for the emails. Hope, i have answered them to best of my capabilities.
I have been getting news of some old players who had quit manufacturing Hydraulic Modular Trailers a few years back have now started afresh. I don't know if they will survive when the market is seeing such bloodbath between new entrants. More so when the reason of their exiting the scene was attributed to poor built quality.
The basic fundamental of marketing of Hydraulic Trailers in these news players is missing. The product is not just the machinery of the physical offering but the service and backup. According to me in Hydraulic Trailers its 30% Trailer and 70% Service and Backup. Service Backup includes: Product Training, Product support including loading assistance, Spare Backup, AMC etc. It builds the client confidence. But mind you, the 30% is the core product, if the core is not strong any extent of efficiency in Service Backup will not be able to stop the downfall.
Few are entering the market after learning from the mistakes their big brothers had done. One new entrant JRDC Infra Solution Pvt. Ltd. is planning to enter the sector in a big way. They attracted my attention after i learnt they were doing thorough research before entering the market. They are yet to announce their product and are doing extensive market and vendor study before entering. That's what makes the difference. May be they are a decade behind the industry leaders but if they continue researching and product improvement, they might survive the madness surrounding the hydraulic trailer market.
Early this year ONGC's prestigious OPAL project (Dahej, Gujarat) took shape with Transport and Erection of what is claimed to be the longest package to be transported over land in India. This special heavy transport was done by "Lift & Shift"- a premier project logistics company of India and Erection was done by SARENS Asia - of SARENS NV Group (One of the world's biggest heavy lift specialist) News clippings from www.khl.com, www.heavyliftpfi.com & www.sarens.com (Click the pictures to enlarge)
Transport Company: Premier Transport Limited, Mumbai
The major challenge of this project was to negotiate this 'S' turn
The task was done on 10 Axles (6+4 Axle configuration), separated by a 9 Mtrs Pipe Structure. Though this is not an ideal combination due to its asymmetric nature, the project executors had little freedom of choice. The turn was sharp which required fewer axle lines. In this case, to comply with the authorities the minimum hydraulic axles required was 10Axles which meant an arrangement of 5+5 Axles but again this was difficult to achieve (Partly technically and also non availability of odd configured axle modules). So, a 6+4 configuration was finalized.
Applications for Gazette Notification for registration of Hydraulic Modular Trailers have now started progressive movement in the state of Haryana. I will post the new requirements for new applications within 2-3days.
A few years back the Chinese tried to enter the market but had failed to get any fruitful results. This was partially attributed to the Chinese reputation for substandard quality and as a result any technical glitch or accident on these trailers spread like wildfire.
Today, the market in India for Modular Trailers is dominated by an indigenous alternative OEMs named TRATEC, which is closely competed by VMT.
As in my previous blog I stated that with strict regulations coming implemented soon, local unorganised trailer manufacturers are cropping up everywhere.
Let me make a visual comparison between a European modular trailer and trailer made by a trying to be in the league trailer manufacturer (in hindi behti ganga me haath dhone waley trolla).
KAMAG K25 Series (Double File Config)
Goldhofer THP Series (Single File Config)
TRATEC HB Series (Indian), single module of 4 Axle Line Trailer
Now a behti ganga / or a trying to be modular trailer from a trying to shift from a regular trailer manufacturer to Special Trailer Manufacturer.
Chances are due to high demand the worst quality trailers will also find customers and sell 100s. The result will be bad, since, the low prices will ensure lower rental and rapid usage of these, which will lead to accidents and damaged roads. As a result, the purpose of the regulations against above 49T on normal trailers will be defeated.
The government has to sit up and take notice and regulate the manufacturing of these vehicles due to their immense importance in building an economy.
Like other vehicles where ARAI has to certify there road worthiness, institutes should be earmarked to check the quality of these Special Hydraulic Modular Trailers.
As the states have started to tighten their noose on overloading and levying huge fines spearheaded by Bihar! surprise surprise....
Two states have ordered that Transportation above 49Tons has to be done on Hydraulic Modular Trailers and the speculations are ripe that other states will follow suit. This has resulted in mad rush for these Hydraulic Trailers. Situation is do intense that existing domestic manufactures are booked for atleast 6 months!
This demand surge has resulted in customers searching for alternatives. Transporters with mixed transport equipments comprising of Mechanical and Hydraulic Trailers are now replacing the former with the later. Transporters only operating with a big fleet of Mechanical Trailers to transport ODC are eagerly seeking to replace their fleet.
Infrastructure projects are at a boom e.g. about 290 Thermal Power projects (Including Coal, Natural Gas and Biomass) were announced out of which 9 are Ultra Mega Thermal Power Projects. No body can wait for 6-8Months...
The result... atop notch European manufacturers like the TII group with KAMAG, NICOLAS & SCHEUERLE and GOLDHOFER are aggressively entering India. The Europeans even showcased their products at recently concluded bCIndia 2011 Exhibition.
Goldhofer has introduced their MI series allegedly specially developed with India in mind (with less features)
also... the unorganised mechanical trailer manufacturing sector is now foraying into this new phenomenon
Haryana is returning all the applications of Hydraulic Modular Trailer (about 50 cases) back.
The Principal Secretary Transport has objected to the design approved by a 125year Maharashtra Motor Vehicles approved institute VJTI. The honorable Principal Secretary objected to the integrity of the institute and has recommended ARAI for design approval. ARAI as i have stated in my earlier blog that ARAI along with other agencies mentioned in CMVR rule 126 deals with prototype testing of Motor Vehicles other than trailers.
They tell this to us after keeping the applications for fermentation for more than two months!!
Update: 24th May 2011: Applications in Haryana has started moving.
The movement of Applications from the Transport Department Haryana Govt. to the MORTH, Central Govt. has been stalled. The reason… they have suddenly realized that as per CMVR every trailer has to be prototype tested by designated testing agencies.
It frustrates me when such learned people raise such reckless objections.
RULE 126 of CMVR : Prototype of every motor vehicle to be subject to test- “on and from the date of commencement of Central Motor Vehicles (Amendment) Rules, 1993, every manufacturer or importer of motor vehiclesother than trailers and semi-trailers shall submit the prototype of the vehicle to be manufactured or imported by him for test by the…..”
Clearly it’s mentioned that trailers are not subject to prototype testing!
This is nothing new, every time there is a organizational shakeup, newly appointed heads have no clue about such special cases. They do not realize that such delays cost not only the transporter but also the nation heavily.
But, slowly and painfully things are moving forward. People are now getting to at least identify the Hydraulic Modular Trailers.
What pains me more is the trailer industry is highly neglected in India. It is perceived in India that an uneducated skilled mechanic can manufacture a “TROLLA” (Slang for trailer in Hindi). Trailers even don’t feature in Market research data of widely followed databases such as SIAM data among others. What would anybody do with a Tractor / Puller without a trailer? May be this sector is largely unorganized.
Hydraulic Axles are more widely used in Modular Trailers. More popularly known as “Hydraulic Modular Trailers” or “Hydraulic Axles”, in India.
Though hydraulically suspended axles can be used in any kind of trailer, modular trailers are built upon this suspension phenomenon.
Modular trailers are basically modules of Trailer Chassis which can be joined longitudinally (Back-to-Back) or laterally(Side ways). Theoretically there is no limit to the vastness of the combination, provided the supporting machineries are available. This amazing portability means that any form of cargo can be transported on this trailer.
Here also lies the legal problem. Our law didn’t foresee that commercial vehicles can be joined together to aid movements of cargo. Or for that matter, any cargo can go beyond 35tons!
Under the rules the Central government of India can only make exceptions to the rules it has made. Phewh!
The registration process of these kinds of vehicles which exceed the legal 2.6Mtr width mark or per axle GVW (Gross Vehicle Weight = Payload+TrailerWeight) limit is long.
The movement of the application of the customer is something like given below.
Customer -> State -> Center -> Gazette Notification -> Customer -> State -> RTO -> Registration
Few states I know of who entertain such applications are Haryana, Maharashtra, Tamil Nadu and Rajasthan.
The applications have to be accompanied by a technical test report of design from an institute recognized by the State.
This whole process takes about 4 months. If you would like to know more about registration of hydraulic modular trailers, drop me an email heavytransportindia@gmail.com
Monday, January 31, 2011
Since my blog is not about standard commercial vehicles I am continuing about Over Dimensional Cargo (ODC) and Over Weight Cargo (OWC) transport in India.
ODC/OWC generally consists of Bridge sections (Pre-cast beams), Transformers, heavy machineries, heavy construction equipments, Boilers, GAS turbines, Storage tanks, Heavy structure & the most important one is Windmill components (Blades, tower section & Motor Head). (source: Western Auto Race)
These structures are transported as a single indivisible cargo. India has and requires a lot of ODC movement due to enormous growth in infrastructure development projects Majorly Power Sector, Road and Construction Sectors. Consignments in Power Sectors include Thermal, Hydroeclectric, Nuclear and Wind energy.
However the ODC transportation in India is still not regulated in terms of vehicles specifications, approval process and guidelines for road transportation.
ODC is characterized as any load which has
Length
>18 meters
Width
>2.6 meters
Height
>3.8 meters
Payload
>49 T
The term ODC is with reference to the present Central Motor Vehicles Rules (CMVR) of 2.6 meters width, 18 meter length & 3.8 meter height and the best possible loading methodology
Heavy Consignments are primarily transported over trailers. Trailers can be classified in number of ways but personally I feel a classification vis-à-vis suspension system is much easier. There are three types of suspensions which are used in trailers:
1.Mechanical Suspensions
2.Pneumatic /Air Suspensions
3.Hydraulic Suspension
The safest way to transport very heavy loads is over Hydraulic Suspensions.
In my last post I was a bit critical about the transport governing machinery. After I posted my last post I felt a little bad about being bit harsh. As it’s always is the case, there is light at the end of the tunnel. We do have competent officials but frequent transfers result in some unfit replacements.
As per rules all trailer models (upto three axles) designs should be approved technically from the state govt. by the manufacturer before manufacturing. Which then implies that everytime such trailer is registered (CMVR u/s 47 Sub-section 1(C));
RTA has to be presented with the trailer or semi-trailer design duly approved by the STA. But, somehow this rule is overlooked overwhelmingly and as result this happens….
At times the trucks are dangerously modified to accommodate extra loads.
Again our Laws and Rules have provisions for transport by vehicles other than specified in CMVR or MVA but that route is long and painful. Central Govt. has the power to exempt through Gazette Notification under MVA Section 110 Sub Section 3(a) only if the State Govt. recommends the case to the Center. This process generally takes 3-4months! So if you have a critical consignment waiting to be delivered urgently you are helpless but to find other (illegal) shortcuts if you can risk it or outsource.
India is a great country with biggest hearts and the brightest minds. A Economic and Cultural powerhouse.
We are a country of Tigers ruled by packs of Wolves.
Our leaders and administrative heads do not hesitate in terming our industrial development and Transport facilities at par with the Chinese or even in some cases with Europe and US.
In reality these so called knowledgeable people having foresights as far as the width of their office desks and have no idea about the vastness of commercial road transport. The people monitoring and controlling the registration and movement of vehicles in India have no clue about technological advances in automobile sector. To my surprise even the top bosses in these offices have no idea about the provisions made in CMVR or Motor Vehicle Act.
We can’t just blame these fellows. Most of the transporters in India are illiterate or school dropouts but come from toiling backgrounds. These buggers are purely motivated by money and an attitude which can only be rivaled by the Lashkar-e-Taiba. Think if the owners have this attitude then you can very well imagine what the Fidayeen drivers ruling our Highways can do.
You will ask if so grim is the situation then how the things are moving around. Money…. Cash, kind, Under-the-table, Inside-the-car, on-the-tollgate, in-the-house and ultimately inside the babu’s crisp safari pocket.
It’s not that we do not have rules. We have rules and provisions but nobody seems to believe the same. The ultimate superseding rule is CASH. Yes, you will have to pay much more if you make your own rules than if you adhere to the Law of the land.
Transporters cannot do much as oversized consignments are often meant for turnkey projects of national importance and are valued at several crores. A delay in delivery means heavy financial losses.
In my next post i will share some facts about registration of Heavy Transport Trailers.
A Marwari gentleman told me once “Laksmi kaali hoti hai na gori…Laksmi to Laksmi hoti hai” (Money Goddess is neither black nor white).
SHAME!!... Another accident. News reports states the trailer responsible for this collapse had anything between 47 (IBN7 TV) to 58 Axles (The Telegraph). Times of India states that the bridge collapsed due to earth quake. 8 People were killed. Whatever may be the reason... 
