Kamarajar Port Limited

Kamarajar Port, located on the Coromandel Coast about 24 km north of Chennai Port, Chennai, it is the 12th major port of India, and the first port in India which is a public company. The port was declared as a major port under the Indian Ports Act, 1908 in March 1999 and incorporated as Ennore Port Limited under the Companies Act, 1956 in October 1999.

The Kamarajar Port is the only corporatized major port and is registered as a company. Today, the landlord port is the dominant port model in larger and medium sized ports.

Ennore Terminal:

Adani Ports have won concession agreement from Kamarajar Port Limited to build a container terminal at Ennore near Chennai. Kamarajar Port is located on the Coromandel Coast about 30 km North of Chennai Port.

With world class infrastructure and congestion free approach roads, EXIM trade in North Tamil Nadu, Karnataka and Andhra Pradesh will benefit directly from Ennore Container Terminal.

First phase of this terminal was commissioned in May 2017 with capacity to handle 0.8 Million TEUs/annum with a quay length of 400 Meters. The terminal’s full installed capacity will be 1.4 Million TEUs with a quay length of 730 Meters.

Terminal provides unmatched advantages as listed below:

• ·         Congestion free approach roads and 24/7 connectivity 
•        provides savings of 24-36 hrs per trip.
• ·         No change in Customs process and Banking documents.  
• ·         Operational Efficiency & Ease of doing business
• ·         On-dock rail siding for faster evacuation of ICD containers.
• ·         Flexibility of 24/7 carting
• ·         Connected to all CFSs

        Location:

The Kamarajar Port is located on the Coromandel coast about 24 km North of Chennai Port, Chennai.

Kattupalli Port [ Adani Kattupalli Port Private Limited]

Adani Kattupalli Port Private Limited was incorporated on 14 August 2015. It is classified as Indian Non-Government Company and is registered at Registrar of Companies, Ahmedabad. It is involved in Sea and coastal water transport. Adani Kattupalli Port Pvt Ltd, India’s most modern port providing the EXIM trade in Chennai/Bangalore region a whole new dimension of service, speed and sophistication.
Among the many advantages of Kattupalli is its unique location.  - Kattupalli Port is located on the Coromandel Coast about 24 km north of Chennai Port, Chennai.

Kattupalli Port is located 30 kms towards north of Chennai and it has the hinterland of North Tamilnadu, Chennai Region, Bangalore region and South Andhra Pradesh which is highly industrialized. With backup area of 322 acres, Kattupalli port provides ample space for future expansion projects and as well to facilitate the trade requirements. The port has 5120 ground slots and the capacity is 1.2 Million TEUs per annum. We have got two berths with quay length of 710 meters, 6 Quay cranes, 15 RTG cranes, 2 no’s weigh bridge (one each at the in gate and Out gate), office cabins with EDI connectivity for Custom officials and canteen facility.

The port is under the administrative jurisdiction of Chennai Customs Commissionerate and is classified as a minor port by Tamil Nadu Maritime Board.
With the able support of Chennai Customs and the Exim trade in this region, we have been able to scale up container since our takeover of Kattupalli port effective 1st Nov’2015.  Throughput achieved in FY 2016-17 is 3,48,000 TEUs as against 1,15,227 TEUs in FY 2015/16 which is a 205% growth. 

Kattupalli port is also a preferred gateway port for major Automobile major’s and their ancillary companies as we offer slew of benefits and opportunities to our customers and stakeholders, hitherto unmatched by the traditional gateways serving the vast hinterland. These benefits inter alia range from state of the art infrastructure and high productivity levels to efficient process and expeditious customs clearance – all of which are vital in optimizing the supply chain and enhancing the reliability thereof, of the Importers and Exporters.

The port complex has a full-fledged Container Terminal. It functions 24x7 and provides unmatched advantages as listed below:
• State of the art terminal infrastructure of International standards
• Modern equipment with best-in-class technology
• Accredited with AEO status
• ISPS – International Ship & Port Facility Security compliant and security measures in the port at par with international standards
• All weather port
• All operations under single authority – self sustained
• Locational advantage – Located away from city traffic limits
• Congestion free roads, 24/7 movement
• Quick trailer turn around – no waiting time to enter port
• Faster turnaround of Vessels
• Adequate support infrastructure available – on dock CFS & Truck parking bays
• Connected to all CFS’s (under Chennai jurisdiction) for movement of Import/Export containers
• Proximity to off-dock Container Freight Stations (CFS) ensuring faster truck turnaround.
• Facilitation of seal verification of CE stuffed/Factory stuffed/Self sealed Export laden containers
• Clearance of ACP/non-ACP units directly from CY – dedicated customs examination area within port to facilitate Direct Port Delivery.

• Port is connected to its hinterland by 4 major roads
‒ NH 5 Kolkata – Chennai
‒ NH 4 Bangalore – Chennai
‒ NH 45 Southern ports of TN – Chennai
‒ NH 205 Thiruvallur – Chennai
• Port is also connected through Chennai bypass and TPP  road
• Will be in the near future connected by the proposed Outer Ring Road and
• Northern Port Access Road connecting NH 5 to Kattupalli port

CITPL - Chennai International Terminals Pvt Ltd (CITPL) - PSA terminal

Chennai International Terminals Pvt Ltd (CITPL) is a subsidiary of PSA (Port of Singapore Authority) International is one of the leading global port groups. PSA has its operations in around 40 terminals in 16 countries across the globe. Their flagship operations are in the United States as PSA Singapore Terminals and PSA Antewerp.

PSA has become the preferred partner to port stakeholders across the world with their continual growth in port networks. They employ the finest talents in the industry which helps them deliver reliable and best –in-class service to its customers and also helps them in developing a win-win relationships with its partners. They are termed as “The World’s Port of Call” being the most trusted port operator choice in the world’s gateways hubs. CITPL started its operations in 2009 and has achieved 5 millionth TEU benchmark in September 2017.

It has handled more than 900,000 TEUs in 2017. CITPL was accredited with multiple exam achievement awards and won the South East Cargo & Logistics Award – Container Terminal of the year awards in 2013 and 2017.

CITPL operates within Chennai Port one of the 12 Major Ports in India, which is strategically located on the south eastern coast of India, close to many key manufacturing, industrial and economic zonal development centres. The Terminal serves numerous container corridors for South India states like Tamil Nadu, Karnataka, Andhra Pradesh and Pondicherry. Chennai also houses the automobile manufacturing giants in the country.

The Terminal is connected to India’s railway network with its on-dock rail siding facilities and is positioned to serve the growing rail traffic, which the Government of India has been promoting. CITPL is also well connected by road to the hinterland markets owing to its proximity to national highways NH4, NH5 and NH45.

Chennai Port 1 - CHENNAI CONTAINER TERMINAL PVT. LTD. - DP WORLD

Situated on the Coromandel coast of South- East India, the port of Chennai is strategically located and well connected with major parts across the world and is today considered to be the major hub ports on the Indian subcontinent.

DP World Chennai, the only container terminal currently within the port, has made investments to develop a state of the art terminal which can cater to growing local demand. The terminal is capable of handling fifth generation vessels up to 6,400 TEU. With the introduction of direct services to China, West Africa and US, DP World can service the full export-import trade in Chennai and its hinterland.

DP World not only facilitates but act as a driver for containerization and industrial growth in South India. A container freight station with covered area of 6500sqm operates within the port offering such services as inspection, LCL de-stuffing and delivery of import cargo. The presence of the CFS within the port premises enables prompt and convenient services to importers a well as passengers including faster transshipmets of LCL cargo to Inland container destinations such as Bangalore, Hyderabad, Cochin, Pondicherry and other locations.

About DP World:

It has a portfolio of 78 operating marine and inland terminals supported by over 50 related businesses in over 40 countries across six continents with a significant presence in both high-growth and mature markets. We aim to be essential to the bright future of global trade, ensuring everything we do has a long-lasting positive impact on economies and society.

The dedicated team of over 36,000 employees from 103 countries cultivates long-standing relations with governments, shipping lines, importers and exporters, communities and many other important constituents of the global supply chain to add value and provide quality services every day.

Container handling is the company’s core business and it generates more than three quarters of its revenue. In 2017, DP World handled 70 million TEU (twenty –foot equivalent units) across all the portfolio. With its developments in pipeline the gross capacity is expected to increase to more than 100 million TEU by 2020 and in line with market demand. 

Shipping Container Weights

Shipping container weights (Tare weight, Gross weight and Payload):

   There are three relevant weights, the Tare Weight, the Gross Weight and the Payload. These are       painted onto the outside of the container doors when it is in shipping service or before it has been     repainted for another application.

§         The Container Tare Weight is the weight of the container without cargo or contents.The   Container Gross Weight is the weight of the container plus the maximum payload it can hold i.e.   the maximum total weight of the container. The Payload (or Net Weight) is the weight of   the  cargo or contents that a container can hold.

Typical Weights of Standard Shipping Containers
Length	10ft	20ft	40ft
Max Gross Weight	11,300kg	30,480kg*	30,400kg
	24,910lbs	67,200lbs	67,200lbs
Tare Weight	1,300kg	2,160kg	3,750kg
	2,870lbs	4,760lbs	8,270lbs
Payload (or Net Weight)	10,000kg	28,320kg	26,730kg
	22,040lbs	62,440lbs	58,930lbs

      *The most common alternative for 20fts is 24,000kg for stores manufactured to a lower specification.

      
       
     
       Cubic Container capacity:

Typical Cubic Capacities of Standard Shipping Containers
Length	10ft	20ft	40ft
Cubic Capacity	15.95 cubic meters	33.2 cubic meters	67.59 cubic metres
	563.3 cubic feet	1,173 cubic feet	2,387 cubic feet

Container Dimensions

Standard Shipping Container Dimensions
Container Type	External Length	Internal Length	External Height	Internal Height	External Width	Internal Width
20ft Shipping Container	20ft (6.09m)	19ft 9 inches (6.01m)	8ft 6 inches (2.59m)	7ft 10 inches (2.39m)	8ft (2.44m)	7ft 10 inches (2.34m)
40ft Shipping Container	40ft (12.18m)	39ft 9 inches (12.11m)	8ft 6 inches (2.59m)	7ft 10 inches (2.39m)	8ft (2.44m)	7ft 10 inches (2.34m)
20ft High Cube Shipping Container	20ft (6.09m)	19ft 9 inches (6.01m)	9ft 6 inches (2.90m)	8ft 10 inches (2.69m)	8ft (2.44m)	7ft 10 inches (2.3m)
40ft High Cube Shipping Container	40ft (12.18m)	39ft 9 inches (12.11m)	9ft 6 inches (2.90m)	8ft 10 inches (2.69m)	8ft (2.44m)	7ft 10 inches (2.34m)

External Shipping container dimensions:

Container Length:

20ft (6.09m) and 40ft (12.19m) are the industry standard container lengths.

For storage and other non-shipping applications other sizes are created by cutting down larger containers to the required size. The most common cut-down sizes are 8ft (2.44m), 12ft (3.66m), 16ft (4.88m), 24ft (7.32m) and 32ft (9.75m).

Container Height:

A standard container is typically 8ft 6 inches (2.59m) high.

High Cube Containers are typically 9ft 6 inches (2.90m) high.

The most common height of a container is 8ft 6ins (2.59m), though 9ft 6 inches (2.90m) high-cube containers are becoming increasingly common. In the past 8ft high (2.44m) was very common and there are some containers 9ft (2.74m) available but these are rare.

Container Width:

The standard width of a container is 8ft (2.44m). To accommodate some types of pallets, particularly in Europe 2.5m (8ft 2.4 inches) wide containers are available though they are less commonly available to buy on the second-hand market.

Internal Shipping container dimensions:

The sides of a container are in nearly all cases, corrugated. The depth of the corrugation is usually 1 inch (25mm), which means that 2 inches (50mm) is lost from the external width dimension (1 inch each side). The back (blank end) is also corrugated and the doors are around 2 inches (50mm) thick meaning that approximately 3 inches (75mm) is lost from the length.

The main reduction from external to internal dimensions is with height. The floor of a standard container has an underside clearance of approximately 6 inches (150mm) and the floor has a thickness of 27mm (1.1 inches). As the roof is corrugated another 1 inch (25mm) is lost resulting in an internal dimension of around 8 inches less than external – 7ft 10 inches (2.39m), though this can vary slightly either way depending on the floor thickness and construction method used.

Through the door height is additionally reduced because of the steel top rail above the door, this is a part of the structural integrity of the container, typically it's 4 inches (100mm) thus reducing the entrance height to 7ft 6ins (2.28m), though this can vary slightly either way.

Shipping container structure

Containers are designed to carry cargo. They are designed to be lifted vertically from above by cranes and transferred from ship to shore and between other forms of transport such as trains and lorries. Therefore, they need to have strength in the top corners where they are engaged by the twist locks of a container lifting crane. The corner castings in the top corners of the container are therefore points of strength. 

The strength is transferred down through the corner posts to the corner castings at the bottom and then through the floor. The floor is constructed of steel cross members approximately 6 inches (150 mm) deep, which are approximately 20 inches (508 mm) apart (laterally across the container) and give transverse strength and support the floor. The cross members are welded at each end to longitudinal beams which run the length of the container between the corner castings. This all means that the strength of a container lies within the corner posts and the floor. Structural alterations or damage to these components will weaken the container.

Transport concept that changed the world

Container ships and their seamless integration with onshore transport systems have been the key element of globalization. Before the invent and use of containers, the costs of sea freight and port handling with uncertainties involved were such that international trade of goods made no economic sense.

In modern times the construction of specialized container vessels and the scale of economies introduced world over by ever larger ships offered a massive reduction in the transportation costs. The cost of moving the goods has become so low and as a portion of the production cost. With this

advent of efficient transport system, it made economically cheaper to source products anywhere around the world without adding to expense.

While the vessels themselves are highly automated, the computers ashore determine loading and unloading sequence of boxes well ahead of transport. The precise position in which the container is to be stacked ashore and the arrangements for land transport to deliver it to the door of the receiver are likewise pre-programmed. This highly efficient system has brought a new degree of reliability to global supply chains by allowing local manufacturers and high street shops to place orders from the other side of the globe with confidence that their goods will arrive safely and on time.

History of Containers

Many people think the Shipping Container was invented in China. …not true.

Mr. Malcolm Mc Lean- The Inventor of ISO Shipping Containers

The first shipping container was invented and patented in 1956 by an American named Malcolm Mc Lean. Mc Lean was not an ocean shipper, but was a trucker and by 1956 he owned the largest trucking fleet in the South and the fifth largest trucking company in all the United States.

He saved his money and bought his first truck in 1934. During those years all cargo was loaded and unloaded in odd sized wooden crates. The process was very slow and certainly not standardized.

After observing this slow and inefficient process for 20 years, he finally decided to step back and develop some standardized way of loading cargo from trucks to ships and warehouses.

Malcolm then purchased Pan Atlantic Tanker Company, which owned a bunch of fairly rusted tankers. He re-named the new shipping company Sea-Land Shipping. With this shipping company he could finally experiment with better ways to load and unload trucks and ships.

After many experiments, his final design is what we know now as the Shipping Container - super strong, uniform design, theft resistant, and easy to load, unload, truck, rail, ship, and certainly store.

In 1955 McLean sold his trucking company and then purchased Pan Atlantic Tanker Company, which he re-named as Sea-Land Shipping. With this shipping company he tried out better ways to load and unload trucks and ships. Before containerization, an infinite combination of sizes and shapes of boxes, crates and product were delivered by truck and trailer to a port. These were then loaded either directly or in large cargo nets into the hold, or onto the deck of a ship to be stowed and secure. Consequently, it cost about $5.86 a ton to load a ship. McLean’s innovation was to modify the ships and his terminals to handle only two or three standardized sizes of container.

Malcolm focused on transforming the way ships are loaded and by pioneering the use of standardized shipping containers, he transformed the cost structure of the shipping industry and so made possible today’s highly integrated global marketplace.

Thus all the costs involved in unloading trucks and trains at the ports and then loading and stowing the cargo on board the ships could be eliminated. After McLean’s revolution it only cost about $0.16 a ton to load a ship - a reduction of 97%. Without this revolution today’s global marketplace would not be a reality.

Main ports in India

Some of the main ports in India are

1. Chennai
2. Vishakapatnam
3. Cochin
4. Mumai
5. Kolkatta

Shipping Industry overview

Around 90% of world trade is carried by the international shipping industry.  Ship transports between regions are designated deep-sea shipping, which, financially, is the most effective means of

transport. Traffic is particularly heavy on shipping routes between the large industrial regions of Asia, Europe and the USA. This part of the shipping industry is in direct competition with air transport in respect of specific high-value product groups.

Short-sea shipping covers transportation within the regions and handles the redistribution of cargoes shipped to regional centers by the deep-sea vessels. Short-sea often competes directly with land-based transports.