Container Handled

Container Handling
as on 04/05/2015 06:00
Import

Containers Handled

Box

CCTL - Day

Export

TEUS

Box

Total

TEUS

Box

TEUS

606

791

934

1323

1540

2114

2122

2869

2928

3955

5050

6824

CCTL - Year

30974

42408

26429

36634

57403

79042

CITPL - Day

24

31

407

540

431

571

1999

2418

2374

3194

4373

5612

28668

38023

23774

33366

52442

71389

CCTL - Month

CITPL - Month
CITPL - Year

Gate In/Out Movements From

Container Terminal

Yard Position
Type

Boxes TEUS

Type

Boxes

Import

2827

3828

Gate In

1337

Export

3879

5295

Gate Out

2334

Total

6706

9123

To CFS

Cargo Handling
Graphical View

Cargo Handling
as on 04/05/2015 06:00
(all quantities are in terms of '000 Tons)

Cargo

POL

Target As
On Date

As On
Date
Last
Year

Throughput
Achieved As On
Date

Performance
for the Day

Variation
Over Last
Year

1401

1192

1206

14

IORE

FERT

21

16

16

FERT( R)

37

44

44

N.C.COAL

C.COAL

CONTAINER

3295

2567

52

2908

341

O.CARGO

1024

1068

32

770

-298

5778

4827

92

4944

117

Total

Performance Indicators

Archives...

Average Ship Berth day Output - In Tons

Vessels Handled In Numbers
Average Turnaround Time of Vessels Cargo wise (In Days)
Average Pre Berthing Detention (In Hours)

Average Ship Berth day Output - In Tons

2011 - 2012

2012-2013

2013 - 2014

2014-2015
(UptoMar15)

12910

13409

14996

13962

Dry Bulk

7139

7029

8311

8797

Break Bulk

2026

2314

3004

3043

10888

12462

14957

15419

Commodity
Liquid Bulk

Overall

Vessels Handled In Numbers

Commodity

2011-2012

2012-2013

Liquid Bulk

507

460

429

427

Dry Bulk

223

183

165

175

Break Bulk

524

499

429

426

Containers

789

786

781

762

2043

1928

1804

1790

Total

2013-2014

2014-2015
(UptoMar2015
)

Average Turnaround Time of Vessels Cargo wise (In Days)

2011-2012
Commodit
y

2012-2013

2013-2014

2014-2015
(Upto Mar
2015)

Non
Non
Non
Non
Port
Port
Port
Port
Port
Port
Port
Port
Accoun
Accoun
Accoun
Accoun
Accoun
Accoun
Accoun
Accoun
t
t
t
t
t
t
t
t

Liquid Bulk

1.91

2.73

2.03

2.45

1.89

1.48

2.01

1.55

Dry Bulk

4.13

2.25

3.98

1.75

3.51

1.27

3.29

1.26

Break Bulk

2.19

2.14

1.85

1.53

1.57

1.17

1.52

1.09

Overall

2.17

1.74

1.93

1.31

1.66

0.80

1.63

0.91

Average Pre Berthing Detention (In Hours)

2011-2012
Commodit
y

2012-2013

2013-2014

2014-2015
(Upto Mar
2015)

Non
Non
Non
Non
Port
Port
Port
Port
Port
Port
Port
Port
Accoun
Accoun
Accoun
Accoun
Accoun
Accoun
Accoun
Accoun
t
t
t
t
t
t
t
t

Liquid Bulk

1.07

53.56

1.02

45.22

1.21

24.26

0.92

24.79

Dry Bulk

1.50

22.58

1.38

14.86

1.36

8.15

1.20

7.90

Break Bulk

0.85

19.98

0.85

11.13

0.83

5.22

0.78

7.12

Overall

0.94

26.91

0.89

18.23

0.90

9.05

0.81

9.00

Cargo Wise Performance Indicators

Archives...

Traffic Handled During March 2015 and up to March 2015

Commodity

For the Month of March 2015

Imports Exports Total

(IN '000' Tonnes)

From April 2014-March 2015

Target Imports Exports Total

Target

845

182

1027

1187

11094

1642

12736

14250

Fertilizer

24

24

18

197

197

200

Fertilizer
(RAW)

38

38

20

344

344

240

NON
COKING
COAL

COKING
COAL

CONT.
CARGO

1342

1254

2596

2590

15591

14354

29945

31070

OTHER
CARGO

497

265

762

687

6462

2857

9319

8240

TOTAL

2746

1701

4447

4502

33688

18853

52541

54000

P.O.L

IRON ORE

134514
Container in

1551549

TEU's

Port Profile

Chennai Port, the third oldest port among the 12 major ports, is an emerging hub port in
the East Coast of India. This gateway port for all cargo has completed 128 years of
glorious service to the nations maritime trade.
Maritime trade started way back in 1639 on the sea shore Chennai. It was an open road
-stead and exposed sandy coast till 1815. The initial piers were built in 1861, but the
storms of 1868 and 1872 made them inoperative. So an artificial harbour was built and
the operations were started in 1881.The cargo operations were carried out on the
northern pier, located on the northeastern side of Fort St. George in Chennai. In the first
couple of years the port registered traffic of 3 lakh tonnes of cargo handling 600 ships.
Being an artificial harbour, the port was vulnerable to the cyclones, accretion of sand
inside the basin due to underwater currents, which reduced the draft. Sir Francis Spring a
visionary skillfully drew a long-term plan to charter the course of the port in a scientific
manner, overcoming both man-made and natural challenges. The shifting of the entrance
of the port from eastern side to the North Eastern side protected the port to a large
extent from the natural vulnerabilities. By the end of 1920 the port was equipped with a
dock consisting of four berths in the West Quays, one each in the East & South Quay
along with the transit sheds, warehouses and a marshalling yard to facilitate the transfer
of cargo from land to sea and vice versa. Additional berths were added with a berth at
South Quay and another between WQ2 & WQ3 in the forties.
Indias Independence saw the port gathering development, momentum. The topography

of the Port changed in 1964 when the Jawahar dock with capacity to berth 6 vessels to
handle Dry Bulk cargoes such as Coal, Iron ore, Fertilizer and non hazardous liquid
cargoes was carved out on the southern side.
In tune with the international maritime developments, the port developed the Outer
Harbour, named Bharathi Dock for handling Petroleum in 1972 and for mechanized
handling of Iron Ore in 1974. The Iron ore terminal is equipped with Mechanized ore
handling plant, one of the three such facility in the country, with a capacity of handling 8
million tonnes. The Chennai ports share of Iron ore export from India is 12%. The
dedicated facility for oil led to the development of oil refinery in the hinterland. This oil
terminal is capable of handling Suezmax vessels.
In 1983, the port heralded the countrys first dedicated container terminal facility
commissioned by the then prime minister Smt.Indira Gandhi on 18th December 1983.
The Port privatized this terminal and is operated by Chennai Container Terminal Private
Limited. Having the capability of handling fourth generation vessels, the terminal is
ranked in the top 100 container ports in the world. Witnessing a phenomenal growth in
container handling year after year the port is added with the Second Container Terminal
with a capacity to handle 1.5 M TEUs to meet the demand. To cater to the latest
generation of vessels and to exploit the steep increase in containerized cargo the port is
planning to welcome the future with a Mega Container Terminal, capable of handling 5
Million TEUs expected to be operational from 2013.
The Chennai port is one among the major ports having Terminal Shunting Yard and
running their own Railway operations inside the harbour on the East Coast. The port is
having railway lines running up to 68 kms and handles 25% of the total volume of the
cargo, 4360 rakes (239412 wagons) during 2009-10.
The port with three Docks, 24 berths and draft ranging from 12m to 16.5m has become a
hub port for Containers, Cars and Project Cargo in the East Coast. The port has handled
an all time high of 61.06 Million tonnes of cargo registering an increase of 6.2% over
previous year. An increase of 10.14% in handling of cars from 273917 Units in the year
2009-10 when compared with 248697 Units in the year 2008-09 and an increase of
6.39% in handling of containers from 1143373 TEUs in the year 2008-09 to 1216438
TEUs in the year 2009-10. The long term plan for Chennai Port envisages that the Port will
mainly handle 4Cs i.e. Containers, Cars, Cruise and Clean Cargo.

Future Plans
Master plan for Port Railway, Realigning Rail and Road network.
Dedicated Elevated Expressway from Chennai Port to Maduravoyal upto NH4 has
been approved by the Government to enhance the hinterland connectivity.
Development of Ro-Ro Terminal and a Multi level car parking facility with a capacity of
5000 cars.
Chennai Mega Container Terminal with a continuous quay length of 2 km with 18-22m
side along draft. Capable of handling ultra large container ships carrying over 15000

TEUs.
The break water extension from existing outer arm will be utilized to develop deep
draft oil berth for handling VLCCs.

Container Handled

Container Handling
as on 04/05/2015 06:00
Import

Containers Handled

Box

CCTL - Day

Export

TEUS

Box

Total

TEUS

Box

TEUS

606

791

934

1323

1540

2114

2122

2869

2928

3955

5050

6824

CCTL - Year

30974

42408

26429

36634

57403

79042

CITPL - Day

24

31

407

540

431

571

1999

2418

2374

3194

4373

5612

28668

38023

23774

33366

52442

71389

CCTL - Month

CITPL - Month
CITPL - Year

Gate In/Out Movements From

Container Terminal

Yard Position
Type

Boxes TEUS

Type

Boxes

Import

2827

3828

Gate In

1337

Export

3879

5295

Gate Out

2334

Total

6706

9123

To CFS

Chennai-Ennore Port road connectivity project (formerly EMRIP)

Current estimated cost - `600 Crores

Project road network covering 30.1 km.

Ennore Expressway 6.0 kms

Thiruvotriyur Ponneri Pancheti Road 9 Km.

Manali Oil Refinery Road 5.4 kms.

Northern segment of Inner Ring Road 8.1 Km.

ChPT Fishing Harbour Road - 1.6 km

Shore protection measures comprising 13 groins along the Ennore

coast.

R&R for 1824 Project Affected Families.

Contract for shore protection work (10 Nos of Groins) have been
completed.

SPV-CEPRCL comprising NHAI , ChPT, EPL and GoTN constituted for the
project.

Revised Equity contribution of ChPT is ` 139.80 Cr. and Debt contribution

is `110.68 Cr.

MoS accord approval for the enhanced equity of `139.80 crores and loan/debt
contribution
12.06.2012

of `110.68

crores

vide

letter

No.28025/4/2006-PLN

ChPT has paid the entire equity amount of `139.80 Crores.

Status of the Project

dated

Contract awarded for the following works on 303.06.2011 to M/s Coastal

- SPL (JV) by NHAI.

Contract value `253.47 Crores.

Duration of contract: 24 months & Schedule date of completion is

02.06.2013 and extended upto 31.12.2013. However, the extension
time has been recommended by NHAI upto 31.05.2014, 31.07.2014 &
30.09.2014. Now, the contractor requested to extend the contract
period for completing the project upto January 2015.

The delay in completion of the project is mainly due to non-shifting of

Project Affected Families (PAF's) from the alignment of road in two small
stretches by Government of Tamil Nadu, for which Chennai Port and
NHAI is pursuing for early completion.

A review meeting was convened by Chairman, Chennai Port Trust on

13.02.15 wherein it was decided to sort out the pending issues by
conducting meeting with Officials of State Govt. and CPCL.

Physical Progress as on 31.01.2015 is 91%.

Development of a Ro-Ro cum multi purpose berth and multi level car parking
facility.

PPP Proposal Dropped.

As resolved by the Board Multilevel Car Parking facility alone is under proposal
with the internal resources of Chennai Port.

Subsequently, the board has resolved to defer the proposal for construction of
Multilevel Car parking Facility near North Quay till finalization of the proposal of
BD II.

Development of Chennai Mega Terminal at Chennai Port has been re-structured as

Development of New Outer Harbour to the north of the Bharathi Dock on BOT basis

Estimated Cost `5100 crores.(to be developed under PPP mode)

Capacity: 35 MTPA

Development of Outer Harbour Terminal includes 6 berths of 1.5 km

long quay and an ultimate alongside depth of 15 m sheltered by a
breakwater system of about 4.75 km length.

Present Status of the Project:

In the Board meeting held on 27.06.2013, the Board approved to initiate

action for restructuring the project as per the present market conditions.
During the Board Meeting held on 30.12.2013, the Board renamed the
project "Development of Mega Container Terminal" as "Development of
Outer Harbour Project"

The Board vide its Resolution No. 114, dtd.28.08.2014, resolved to

adopt the Project for implementing without any funding ie No Funding
Option for implementation and finalize financial analysis by
incorporating the suggestion on capital cost and IDC etc., Ernst & Young
LLP, TA has prepared the RFQ document based on the factors in
financial analysis and phasing of implementation as directed by the
Board. The sale of RFQ Document was extended from 13.11.2014 to
27.11.2014 and further extended upto 26.12.2014. On the Bid Due Date
29.12.2014, no bids were received. Based on the instructions of the
Port, the Transaction Adviser, Ernst & Young Pvt Ltd, Hyderabad (E&Y) in
their letter dt 30th December 2014 for deliberation and further decision.
The Board resolved to explore the possibility of initiating action for
inviting RFQ one more time and Port may also move the Govt. for

financial assistance for reclamation in the proposed site.

For reclamation of 60 Hectares of land near Gate No.1 to the north of

Bharathi Dock adjacent to Eastern Breakwater, preparation of estimate
is under progress. After finalizing the estimate, ChPT will approach
Government for financial assistance for reclamation in the proposed
site.

SCZMA

has

recommended

the

proposal

to

MoEF

vide

letter

NO.12962/EC3/2011-14 dt.23.11.12. MoEF considered the proposal

during the meeting held on 28.02.2014 and the project clearance is still
awaited.

Development of
Sriperambudur

Integrated

Dry

Port

&

Multi-modal

Logistics

Hub

near

Estimated Cost `100 crs.

Proposed to develop an Integrated Dry Port and Inter-Modal Logistics Hub

including an Off Dock CFS/ICD with an estimated cost of `415.00 Cr.

Off-dock CFS will have onsite Customs Clearance facility.

Facility to be offered for development through PPP mode.

Chennai Port has acquired a land measuring 121.74 acres from SIPCOT in two
parcels at Mappedu village near Sriperumbudur on 99 years lease basis.

Present Status:

Due to non-receipt of bids for development of the facility under PPP mode, it is
proposed to allot the land on Long Term Lease basis as per land policy
guidelines.

Tenders invited for all the three parcels of land viz., 14.96 acre, 34.17 acre and
72.96 acres for development of this facility on land lease model based on new
land policy guidelines issued in 2014. However, offers received for the 14.96
acre land parcel only.

As per the guidelines, auction was also conducted and the highest offer is from
the bidder viz., Ennore Cargo Containers Pvt.Ltd, Chennai.

After obtaining Competent Authority's approval, Letter of Intent issued to the

successful bidder Ennore Cargo Container Terminal on 04.07.2014 subject to
LoA will be issued on receipt of written consent from SIPCOT for sub-leasing.

In this regard, SIPCOT forwarded their consent on 15.07.2014 subject to pay

license fee of `1,79,52,000/- together with service tax of `.22,18,870/

As requested by SIPCOT, the terms and conditions to be entered with the

Licensee was also forwarded and reply is awaited. Further, DO letter was also
sent to SIPCOT on 16.12.14 to waive license fee for sub-lease.

Meanwhile, the successful bidder of Ennore Cargo Container Terminal also

requested to grant extension till March 2015 for decision about acceptance of
LoI and making payment, due to decline in business trend in and around
Sriperumbudur Industrial Belt.

The above facts were placed in Board Meeting held on 19.11.14 and informed
that further course of action will be decided either to re-invite tender for
remaining parcels of land without license fee for sub-lease or surrendering the
land to SIPCOT, after receipt of the decision of SIPCOT regarding the request of
ChPT for waving the license fee for sub-lease.

The Board resolved to accept the request of M/s Ennore Cargo Container
Terminal Pvt.Ltd for granting time till 31st March 2015 for accepting the LOI.

Development of Barge Handling Facility.

Estimated Cost - `26 crores.

Development of Barge Handling facility in Bharathi Dock of Port.

Facility to be offered for development through PPP mode.

MoS accorded approval for the Project vide letter No.25021/5/2012-ChPT dt.
20.12.12

Letter of Award issued to the selected Bidder on 30.1.13. Concession Agreement

signed with Chennai Bunkering Terminal Pvt.Ltd.,Chennai SPV formed by IMC
Ltd., for the project on 30.03.2013

Present Status of the Project:

On the extended deadline for fulfilling Conditions Precedent, the Concessionaire

furnished Financing
documents.

plan,

Performance

Guarantee

and

other

relevant

The Board considered the submissions of the Concessionaire and resolved that
the phasing of development proposed by the Concessionaire is not as per the
Concession Agreemnet.

Hence, one more extension is advised by the Board till 30.03.2015. Hence, the
Concessionaire was informed to furnish fresh financing Plan and the deadline for
fulfilling the Conditions Precedent was extended upto 28.02.2015.

Environmental clearance has been accorded by MoE&F on 27.08.2014.

PORT OF CHENNAI
ISO 9001:2008 & ISPS Compliant
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PORT TARIFF
Home > About Us > Commercial Advantages

Commercial Advantages

Chennai Port is working round -the-clock, 7 days a week, to facilitate more export &
import through Port of Chennai.
The Port also conducts PORT USERS MEETING periodically to ensure customer
satisfaction by maintaining effective service quality to augment exports.
Private equipment are allowed in certain Operational areas to augment rate of
loading/discharging of dry bulk cargoes.
50% F.C. VAIGAI Heavy Lifting Cranage Charges need not be paid upto 15 tons weight,
if shipped by the vessels own cranes
A rebate of 10% in wharfage on the quantity handled in excess of 10% over and above
the previous year's throughput by an individual importer/exporter subject to a
minimum handling of 50,000 MT per annum in the pervious year.
Comprehensive stevedoring levy of 192% of actual wages for all types of cargoes
C & F Levy for bulk cargoes, ore & timeber logs reduced to 3.75/MT
C & F Levy will be collected through Import Applicaton when actual deployment of
labour for C & F operations are there
The TERMINAL HANDLING CHARGES at Chennai Ports Container Terminal are quite
competitive even when compared to the Terminal Handling Charges collected at the
Regional Ports viz. COLOMBO and SINGAPORE.
For containers consigned to and from INLAND CONTAINER DEPOTS, the Port allows 30

free days including SUNDAYS and Ports HOLIDAYS and for ICD, NEW DELHI it is free
upto the date of loading on flats.
TRANSHIPMENT CONTAINERS are allowed 30 free days.

Facilities For Exporters

This has significant bearing on the Ports performance making this port a trendsetter in
export performance envisaging the following advantage for Port Users:
The concept of single window clearance is adopted by Chennai Port and an Export
Documentation Centre housing Customs, Chennai Clearing and Forwarding, Dock
Labour Board, etc. is located inside the port complex;
The palletised cargo is given 10% rebate on wharfage and the weight of the pallet is
not taken into account for the purpose of calculating wharfage;
30 days free day time is allowed for aggregating the export cargo on the wharf before
the arrival of the vessel;
Open space is made available in transit area for export cargo such as barytes, quartz,
on rental basis
Demurrage for export goods lying in transit shed beyond 30 days is charged on
minimum flat rate basis of Rs.3 per wharfage unit per day or part thereof
100% waiver of heavy lift charges on Export of Raw Granite Blocks
Preferential allotment of space for storage of export cargo
For export of motor cars, jeeps and vans using the Ro-Ro system an export
promotional wharfage rate on ad valorem basis of only 0.3% of FOB value is charged
The Chennai Port offers Priority berthing facilities for Export Oriented vessels. In
addition, a scheme called PRIORITY BERTH RESERVATION SCHEME approved by
Government for berthing vessels on arrival on payment of BERTH RESERVATION FEE is
being made popular among the trade.
A Senior Traffic Officer has been re-designated as Export Promotion Cell Officer to coordinate with the HIGH POWER COMMITTEE constituted for the redressal of grievances
faced by the Exporters.
With the permission of the Commissioner of Customs there are 11 Container Freight
Stations functioning outside the port limit but within the City limit to cater to the total
stuffing requirement of export cargoes in containers. The Customs have also permitted
some categories of cargoes to be HOUSE STUFFED.
Almost 100% of the Export FCL containers are stuffed outside the Port and loaded

containers are brought into the terminal for shipment.

Only Less than Container Load (LCL) export cargoes are stuffed inside the Port for
which a very modern EXPORT CONTAINER FREIGHT STATION, is functioning within the
port where ON WHEEL LOADING facilities are available.
Direct Shipment of Granite Blocks is permitted.
The Export cargo shut out by the ship by act of God such as Cyclone, grounding of
vessels, etc. are allowed TWO WORKING DAYS AS ADDITIONAL FREE DAYS next to the
date of completion of taking in of export by the vessel.
No DEMURRAGE CHARGES on the cargo stuffed in the container for export and lying in
the container terminal. Only storage charges are collected.
Priority berthing is given for export vessels (one vessel at a time)
Demurrage for export goods lying in transit shed beyond 30 days is charged on
minimum flat rate basis of 3.60 per wharfage unit per da or part thereof
Heavy lift charges on export of Raw Granite Blocks is waived
Preferential allotment of space for storage of export cargo
To attract agricultural products, Port has introduced a reduced Tariff of Rs. 7.50/- per
tonne for the Export of bagged Sugar, Wheat and Rice
When direct delivery/direct loading is allowed, no C & F charges will be applicable. This
gives substantial reduction in charges for Granite Blocks, Barytes in Bags, Steel etc.,
Wherever directly loaded/delivered
To facilitate export of iron ore through Chennai Port, Iron Ore Pellets & Lumps are being
allowed to be exported through Jawahar Dock.

Facilities for Importers

Import Counters for filing Import Applications are kept open on all Board Holidays
except on Boards Closed Holidays and Sundays.
CRANAGE on Heavy Lift Packages has been reduced.
STORAGE CHARGES on abandoned FCL containers is restricted upto 2 months.
In case the Trust is unable to supply Mechanical Equipment, use of private equipment
is permitted.
Weighment is not at all required for DRY BULK CARGOES
When the port is unable to trace the package at the time of delivery owing to

congestion or wrong sorting or incorrect tally, ADDITIONAL FREE DAYS are allowed
from the date of receipt of enquiry till the package are traced out and intimated.

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Milestones

Highlights
Chennai Port is a ISPS Compliant Port
Chennai Port Trust awarded with Certification of ISO 14001 : 2004
24 deep drafted berths
All weather port
Round the clock operations
Handling multiple cargo, Third position among all Major Ports
Best efficiency indicators

Pre berthing detention of 0.98 Hrs (2009-10)

Average turnover 2.01 Days (2009-10)
Berthing on arrival
Passenger terminal of international standard
First of its kind in Indian Ports, Chennai Port has established the Marine Pollution
Management to ensure Protection for Marine life
EDI connectivity with Customs, Bank, Online Port users Portal established and
various port activities for the effective use of information technology under
process.
Excellent Rail Connectivity
Excellent Road Connectivity

Facilities at Port

Oil Terminals (BD1 & BD3)

First Oil berth at Bharathi Dock-I commissioned in 1972 can handle tankers up to
100,000 DWT

Second Oil Berth at Bharathi Dock-III commissioned in 1986 can handle tankers
up to 140,000 DWT

Maximum LOA of Tankers Berthed at BD - I & BD - III - 280.4m (920 ft).

Minimum LOA of the ship so far Berthed at BD - I - 108.15m.

Minimum LOA of the ships berthed at BD - III - 149M. or 488 ft.

Capacity - 13 Million Tonnes Per Annum

Installed with 5 Marine Loading Arms at BD - I and 6 Marine Loading Arms at BD

- III. Berths laid with 762 mm (30") dia pipelines for conveying Crude, 500 mm
(20") dia pipeline for conveying White Oil Product and 350 mm (14") dia
pipelines for conveying Furnace Oil.

Separate Pipelines for Crude, Furnace Oil, White Oil Products, Deballasting,
Tower Monitor, Fire Hydrant and Fresh Water

Service Lines for LDO Bunker, Furnace Oil Bunker and Lubricant Oil Bunker

The facilities include pumping at the rate of 3000 Tonnes per hour for Crude oil
and 1000 Tonnes per hour for Petroleum Products.

Provision of Oil reception facilities in accordance with MARPOL convention for

receiving oily ballast, sludge and slop.

Both the jetties are equipped with fire monitors

There is a separate fire fighting pump house with diesel and electrically driven
pumps to supply fire hydrant and tower monitors.

Iron ORE Terminal (BD2 )

Mechanised Ore handling Plant commissioned in 1977 at Bharathi Dock-II

Can handle Ore carriers of maximum size 1,45,000 DWT and LOA of 280.4
metres

Capacity - 8 Million Tonnes Per Annum

Loading rate - 6000 Tonnes per hour

Capable of receiving, stockpiling, reclaiming, weighing, sampling and ship

loading

Ore handling facilities consists of two rotary wagon tipplers, ten lines of
conveyors, two rail-mounted stackers, two rail-mounted bucket-wheel
reclaimers and two rail-mounted shiploaders.

Equipped with automatic belt weigher, sampling facilities, self-contained

maintenance workshop and a service station

Separate receiving line and shipping line, which can also function as
interconnected system

Availability of two control rooms for the automatic operation of various

equipment and conveyors.

Well connected rail lines

Back-up of 33 KV receiving sub-station

Ore Stock Yard - Capacity - 6.4 Lakh tonnes

Rotary Wagon Tippler can handle 1200 MT/hr at the rate of 20 wagons per hour

Receiving Conveyors (4 Nos.) can handle 1500 MT/hr/stream of two conveyors.

Shipping Conveyors (6 Nos.) can handle 4000 MT/hr/stream of three conveyors.

Rated capacity of Stackers - 1500 MT/hr each

Rated capacity of the Reclaimer - 3000 MT/hr each

Rated capacity of Shiploaders - 3000 MT/hr each

Container Terminal (CTB 1, CTB 2, CTB 3, CTB 4 ) CCTPL (Terminal - I) ---Quay Length - 885m, Depth - 13.4m, Ground Slots - 3942, Yard Capacity 19710, Reefer Plugs - 240, Quay Cranes - 7, RTG's - 24, ICD Trains - Daily.
Container Terminal - 2 (M/s Chennai International Terminal Pvt.Ltd)
Berths - SCB1, SCB2, SCB3 CITPL (Terminal - II) ---- Quay Length - 832m,
Depth - 15.5m, Ground Slots - 5424, Yard Capacity - 27120, Reefer Plugs 120, Quay Cranes - 3, RTG's - 10, ICD Trains - Daily.

General Cargo Terminal

BERTH
WEST QUAY1

NO. OF CRANES

CAPACITY

15 T

WEST QUAY2

15 T

CENTER BERTH

15 T

WEST QUAY 3

15 T

WEST QUAY 4

10 T

SOUTH QUAY 1

10 T-1No. 40 T-1 No

SOUTH QUAY 2

--

--

SOUTH QUAY 3

--

--

JAWAHAR DOCK 1

10 T

JAWAHAR DOCK 3

15 T

BRS

BRS

--

--

JAWAHAR DOCK 5 (PRIVATISED BERTH)

JAWAHAR DOCK 4 & 6

Other Facilities
CARGO HANDLING EQUIPMENT
SL.NO.

EQUIPMENT

NUMBERS

CAPACITY

FLOATING CRANE

150 TONS

MOBILE CRANE

10 TONS.

LOW CAPACITY DIESEL FORK-LIFT TRUCK

10

3 TONS

HIGH CAPACITY DIESEL FORK-LIFT TRUCK

10

PAYLOADER

DIESEL ELECTRIC LOCOMOTIVE

10 TONS - 3 Nos
15 TONS - 5 Nos.
25 TONS - 2 Nos.
3 TONS

14

Coal Conveyor (JD IV and JD VI)

Semi mechanized closed conveyor system for coal handling comprises of two
streams.

Commissioned on November 2009.

Capacity - 15 million MT/annum

Handling rated capacity - 1500 MT/Hr/stream

Coal discharged into the Hoppers located at JD IV and JD VI is conveyed to coal

plots through conveyors/Tripper cars - Equipped with Belt Weigher.

Port History

The little fishing village called Chenna Patnam, which was founded in 1639, became
prominent during the early part of the 18th Century when the East India Company was
active on the East Coast. In the absence of the Harbour, the Company ships were
anchored about quarter mile offshore and the cargo to and from the ships were
transported through small lighters called Masula boats. As the loss of cargo while
transporting through Masula boats was high, it was proposed to build a pier to berth
larger crafts and an Iron screw pile pier was built in 1861 to a length of 1,100 ft.,
perpendicular to the shore during November 1881, due to violent cyclone over half a
mile of breakwater was breached and equipments and human lives lost. Though there
was a demand for relocating the entrance, the restoration was resumed in 1885.
Port of Chennai (Madras then!) until the year 1875, was simply an open roadstead on
open sandy coast swept by storms and occasional monsoons.
Sir Francis Spring, the then Chairman of Madras Port Trust in 1904 created a new NorthEastern Entrance after closing the original Eastern Entrance to control the siltation of
the channel in front of the basin. Subsequently Quays were constructed at different
periods (i.e) South Quay-I in 1913, the five West Quay berths in 1916 to 1920, North
Quay in 1931 and South Quay II in 1936 in the Inner Harbour which was later,
christened as Dr. Ambedkar Dock.
The official inauguration of the wet dock was done on 6th November 1964 by Shri. Lal
Bahadur Shastri, the then Prime Minister of India. The dock was christened Jawahar
Dock in memory of Shri. Jawaharlal Nehru, Indias first Prime Minister.
The Bharathi Dock was originally constructed as an outer Harbour to handle vessels
upto (-)16.2 M draft. An Oil jetty to handle Crude Oil imported by the Manali Oil Refinery
(presently Chennai Petroleum Corporation Ltd) was constructed initially during the year
1970. An Iron Ore berth was constructed in the same dock in 1974 for exporting Iron
Ore to Japan and other Far East countries. Subsequently one more oil jetty was
constructed during the year 1985 to meet the additional demand for crude/products
In 1970s the Madras Port Trust started handling containers in Inner Harbour and as the

container traffic was increasing, a Container Terminal of 380 M length was constructed
at Bharathi Dock during the year 1983 as a first full-fledged Container Hub of the
Country with Container Storage Yard of 51,000 sq.m and a Container Freight Station of
6000 sq.m. area. The terminal was provided with two shore cranes and other shore
facilities required for Container Terminal.
Subsequently the terminal was further extended by 220 M during the year 1991 with
additional two shore cranes and other matching infrastructural facilities. As the
container traffic was constantly increasing the terminal was further extended by 285 M,
during July 2002. This Container Terminal of 885 M total berth length with backup area
was privatized under concessional agreement with M/s. Chennai Container Terminal
Private Ltd., on BOT basis for 30 years from November 2001.
Consequent to the renaming of the city of Madras as Chennai with effect from
30.9.1996, the Madras Port Trust has been renamed as Chennai Port Trust.
With the number of car manufacturing companies located around Chennai, potential
exists for large-scale car exports through pure car carriers (PCC) shipment. In fact
shippers have already started from July, 2000 onwards.

Mission & Vision

Mission
Achieve excellence in Port operations with State-of-the-Art technologies.
Enhance competence and enthuse workforce to maximize customer satisfaction.
Anticipate and adapt to the changing global scenario.
Act as a catalyst for sustained development of the Region.

Vision
To be recognized as a futuristic Port with foresight.

Quality Policy

Provide efficient, prompt, safe and timely services at optimum cost

Ensure quick turn round of vessels by providing facilities for efficient handling of cargo
Maintain total transparency in all our transaction.
Continually improve our services to meet the expectations of the port users, employees and the societ

Port Details

Geographical Location
Latitude

13 06 N

Longitude

80 18 E

Climate

Tropical

Time

+5 Hrs. 30 Minutes

Temperature

30 C Max.
18 C Min.

Annual Rainfall

About 125 Cms.

Spring Tides

1.2 Metres

Water Area

420.00 acres (169.97 hectares)

Land Area

586.96 acres (237.54 hectares)

Soil

Predominantly sandy and silt

Length of Channel

About 7 kilometres

Depth of Inner Channel

18.6m at chart datum

Depth of Outer Channel

19.2m at chart datum

Depth of Outer Channel

19.2m at chart datum

Swell Allowance

3.00 Metres.

Width of Channel

The width of channel gradually increases

from 244m to 410m at the bent portion,
then maintains a constant width of 305m

Eastern Breakwater

1325 m

Northern Breakwater

575 m

Navigation Channel
Entrance Channel

Total Length of Breakwater

Inner Harbour

Outer Harbour
Eastern Breakwater

590 m

Northern Breakwater

460 m

Outer Arm

1000 m

Upper Pitch Revetment

950 m

Entrance in Bharathi Dock

350 m

Entrance in Dr. Ambedkar Dock

125 m

Transit Shed/over flow shed

7 Nos. - 30,693 sq.mts

Warehouse

5 Nos. - 30,138 sq.mts

Container Freight Station

3 Nos. - 40,644 sq.mts

Open space

3,84,611 sq.mts

Container parking Yard

2,50,600 sq.mts

Port Entrances

Storage Facilities

Berth Details

Permissible Draft at Berths as on 18.01.2014

Sl.
No.

Name of Berth

Permissible Draft In
Mtrs

Remarks

Dr. AMBEDKAR DOCK

1

NQ

8.50

West Quay -1

11.00

West Quay - 2

12.00

Centre Berth

12.00

West Quay - III

12.00

West Quay - IV

11.00

11M upto 795 Mtrs.9.5M

upto 810 mtrs.

South Quay - 1

9.50

South Quay - II

9.50

2nd Container Terminal-I

12.0

10

2nd Container Terminal-II

12.0

11

2nd Container TerminalIII

12.0

JAWAHAR DOCK
12

J.D-1

11.50

13

J.D-3

12.00

14

J.D-5

12.00

15

J.D-2

12.00

16

J.D-4

11.00

17

J.D-6

11.00

BHARATHI DOCK
18

Bharathi Dock - 1

14.60

19

Bharathi Dock - II

16.50

20

Bharathi Dock - III

16.50 17.0 M during HW

21

1st Container Terminal - I

13.40

22

1st Container Terminal II

13.40

23

1st Container Terminal

-III

13.40

24

1st Container Terminal -IV

13.40

Better infrastructure can boost productivity at

container freight stations
T.E. RAJA SIMHAN
PRINT T+

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CFS operators are confident that business will remain bullish' for the next ten years.
But better facilities hold the key to their viability.
April 1, 2012:
Chennai has the maximum number of container freight stations (CFSs). There are 28 in
operation with three more to be set up soon. The CFSs are located in North Chennai, especially
near the industrial zone of Manali, serving both Chennai and Ennore ports.
But the moot questions are: Does Chennai really need so many CFSs and is there enough
business for them all? Or have the operators set up the facilities anticipating mega' growth in
container traffic in and around Chennai in the next five years?
Talking to a cross-section of people in the shipping industry revealed that the players feel there
will be enough business for the many CFSs. However, if the anticipated projects, including

the Rs. 3,800-crore mega container terminal in Chennai port, are delayed, then the CFS
operators may be in big trouble.
The CFS operators are confident that business will remain bullish' for the next ten years. We
have take a big gamble by creating the facilities, keeping in mind the long-term container growth
at various ports, said an official of a large CFS.
As per the business plans, the combined container traffic from Chennai, Ennore and L&T's
Katupalli ports will increase by about four times, to around 8 million TEUs from the present 1.6
million TEUs in the next five years. The annual handling capacity of Chennai port's mega
container terminal is expected to be 4 million TEUs; the Ennore container terminal will handle
2.4 million TEUs a year and the Katupalli port developed by L&T will have a capacity 1.8 million.
The Katupalli project is almost ready (much of the equipment has been installed); and the bidder
for Ennore has been identified, while the Chennai terminal is still at the bidding stage.
Import/ export goods are stored in the CFS area till they are examined and cleared by the
Customs, thus reducing congestion in the actual port area.
Clearance of goods for delivery, warehousing, temporary admissions, re-export, temporary
storage for onward transit, outright export and transhipments take place from such stations.
CFS CLEARANCE

Clearance of goods from a CFS is an important activity for the trade in respect of export/ import
cargo as it is the final Customs contact point. In Chennai, the 28 freight stations handle 1.6
million TEUs. However, in Mumbai, only 18 box freight stations cater to traffic of over 3 million
TEUs. In Chennai, it costs nearly Rs. 25 crore to put up a CFS, which is typically put up over 5-10
acres. In Mumbai, however, the CFSs are spread across 20-30 acres and are better equipped than
the stations in Chennai, said an industry source.
Says V. Upendran, president, National Association of Container Freight Stations, the growth or
decline of a CFS depends purely on efficient container handling at the port. At the Chennai port,
container handling by private players improved by 20 per cent last year. This was reflected in the
higher number of containers handled.
HUGE POTENTIAL

The market size for container logistics in the country is estimated at Rs. 10,000 crore, of which
business at inland container depots and container freight stations accounted for one-third.
There is huge potential for growth, said Mr Upendran.
The present CFS capacity in Chennai is 11,500 ground-slots. This translates to storing around
150,000 TEUs (in three-high stacks). The average monthly import is 65,640 TEUs, with yard
utilisation being 43 per cent, said an official of a leading CFS in Manali.
Of the 28 CFSs, the top 12, including Concor, Sanco, AllCargo and German Express, have groundslots to store 9,000 TEUs. These 12 stations garner nearly 85 per cent of the imports. The
monthly average of imports handled is 46,576 TEUs, leading to 44 per cent utilisation. The ideal
capacity utilisation is 70-75 per cent for efficient operations. The top 12 CFSs will try to garner at
least another 30 per cent of the market, putting pressure on the smaller players.
Traffic growth is expected to be sluggish. The emergence of Krishnapatnam port should also be
taken into account, though with organic growth and higher containerisation, the demand
situation could improve.
INFRASTRUCTURE

The Chennai shipping trade has borne the brunt of bad infrastructure for the last decade. Despite
this, growth in container handling was around 20 per cent. The success of a CFS will depend not
only on better port performance but also on good road infrastructure. This will speed up the
movement of vehicles between the CFS and the port, said Mr Upendran.
Shortage of Customs' officers to be posted at the CFSs continues to be a major concern for the
industry. Often, one officer needs to shuttle between the various CFSs. This delays the clearance
of cargo. If such delays are avoided, productivity at each CFS can improve by nearly 10 per cent,
said a freight station official.
raja@thehindu.co.in
(This article was published on April 1, 2012)