Chennai Port

Port
A port is a location on a coast or shore containing one or more harbors where ships can dock and transfer people or cargo to or from land. Port locations are selected to optimize access to land and navigable water, for commercial demand, and for shelter from wind and waves. Ports with deeper water are rarer, but can handle larger, more economical ships. Since ports throughout history handled every kind of traffic, support and storage facilities vary widely, may extend for miles, and dominate the local economy.

TO BE CONTINUED.
Ports often have cargo-handling equipment, such as cranes and forklifts for use in loading ships, which may be provided by private interests or public bodies. Some ports feature canals, which allow ships further movement inland. Access to intermodal transportation, such as trains and trucks, are critical to a port, so that passengers and cargo can also move further inland beyond the port area. Ports with international traffic have customs facilities. Harbour pilots and tugboats may maneuver large ships in tight quarters when near docks.

Learning Objectives
This gives an understanding of the processes that underlie port management and maritime logistics from an economics, operations and management perspective. It explains international and maritime transport, terminal and port management, intermodality and hinterland transport, and the interrelationship between port and region from a multidisciplinary perspective

Learning Outcome
Gateway point for goods , commodities to enter the country / state. Chennai port as Notified Area (High Security area) How to utilize maximum space Loading and unloading of various cargoes Crane operation Different types of Vessel Traffic Rules Intermodalism

CHENNAIPORT LAYOUT

INTRODUCTION
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. 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 marshaling 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.

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 200809 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.

What is Break Water

Breakwaters are structures constructed on coasts as part of coastal defense or to protect an anchorage from the effects of both weather and longshore drift. Offshore breakwaters, also called bulkhead, reduce the intensity of wave action in inshore waters and thereby reduce coastal erosion or provide safe harborage. Breakwaters may also be small structures designed to protect a gently sloping beach and placed one to three hundred feet offshore in relatively shallow water. Breakwaters create safer harbours.

What is port Trust ?

Trust ports are independent statutory bodies, governed by their own local legislation and, run by independent boards, for the benefit of stakeholders. Unlike private company port they have no shareholders so all the surpluses from port operations are put back into the port.

Geographical Location
Latitude Longitude Climate Time 13 06 N

80 18 E Tropical +5 Hrs. 30 Minutes 30 C Max. 18 C Min. About 125 Cms. 1.2 Metres
420.00 acres (169.97 hectares) 586.96 acres (237.54 hectares)

Temperature

Annual Rainfall Spring Tides

Water Area Land Area

Navigation Channel Entrance Channel

Soil
Length of Channel Depth of Inner Channel Depth of Outer Channel Depth of Outer Channel Swell Allowance Width of Channel

Predominantly sandy and silt

About 7 kilometres 18.6m at chart datum 19.2m at chart datum 19.2m at chart datum 3.00 Metres. The width of channel gradually increases from 244m to 410m at the bent portion, then maintains a constant width of 305m

Oil Terminals (BD1 & BD3) F F F F F

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.

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.

F
F F F F F F

Iron ORE Terminal (BD2 )

F F F F F 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 railmounted 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

F
F F F F F F F F F F F F

CARGO HANDLING EQUIPMENT

SL.NO. EQUIPMENT NUMBERS CAPACITY

1 2 3

FLOATING CRANE MOBILE CRANE GRANTRY CRANES LOW CAPACITY DIESEL FORK-LIFT TRUCK HIGH CAPACITY DIESEL FORK-LIFT TRUCK PAYLOADER DIESEL ELECTRIC LOCOMOTIVE

1 3 4

150 TONS 10 TONS.

4
5 6 7

10
10 2 14

3 TONS

3 TONS

VARIOUS DOCKS
Dr. AMBEDKAR DOCK
JAWAHAR DOCK BHARATHI DOCK

BERTH DETAILS DR AMBEDKAR DOCK

S.No 1 2 3 4 5 6 7 8 9 10 11 Name of Berth Dr. AMBEDKAR DOCK NQ West Quay -1 West Quay - 2 Centre Berth West Quay - III West Quay - IV South Quay - 1 South Quay - II 2nd Container Terminal-I 2nd Container Terminal-II 2nd Container Terminal-III

Cargoes Handled : The dock has car and cruise terminals and chiefly handles general cargo, cars, granite steel, and food grains.

BERTH DETAILS JAWAHAR DOCK

S.No
12 13 14

Name of Berth
JAWAHAR DOCK J.D-1 J.D-3 J.D-5

15
16

J.D-2
J.D-4

17

J.D-6

Cargoes Handled : coal, fertilizer, iron ore lumps, pellets, edible oil, and Phosperic acid

BERTH DETAILS BHARATHI DOCK

S.No
18 19 20 21 22 23

Name of Berth BHARATHI DOCK

Bharathi Dock - 1 Bharathi Dock - II Bharathi Dock - III 1st Container Terminal - I 1st Container Terminal - II 1st Container Terminal -III

24

1st Container Terminal -IV

Cargoes Handled: The dock has three terminals, namely, container terminal, iron ore terminal, and oil terminal. It mainly handles containers, iron ore, and POL

TERMINALS IN CHENNAI PORT

CITPL (Chennai International Terminal Private Limited) (Port of Singapore Authority) CCTL (Chennai Container Terminal Limited) (DP World)

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