INKRI Port Code Lookup

Port Code Lookup

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Total 1 ports of INKRI

INKRI Krishnapatnam Port
Krishnapatnam Port is the major seaport of Krishnapatnam, in the city of Krishnapatnamin India. Overseas routes include India and Pakistan, Port code is INKRI.

Show details

Port Code

INKRI

Name

Krishnapatnam

Country / Region

India

City

Krishnapatnam

Sea Routes

India and Pakistan

Type

Main Port

Latitude

14.2490001

Longitude

80.1300011

Est. Unit Price

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INKRI · India · Bay of Bengal

Port Overview

Krishnapatnam Port (UN/LOCODE: INKRI) is a privately developed deep-water seaport on India’s east coast, facing the Bay of Bengal. It is approximately 70 nautical miles north of Chennai and serves as a bulk-oriented gateway with container and general-cargo capability. The supplied port profile records two container berths with a combined quay length of 650 metres and a reported alongside depth of 17 metres during the stated development phase. Current cargo activity is centred on dry bulk, including iron ore, barite, rice, maize, coal and fertiliser, with breakbulk and liquid-bulk movements also reported. Our service team treats berth acceptance, cargo readiness, inland routing and vessel particulars as subject to the port and carrier’s latest confirmation.

Port code	INKRI	Country	India
Port / city	KRISHNAPATNAM	Coordinates	14.2490001° N, 80.1300011° E
Port profile	Seaport; deep-water development	Reported maximum vessel draft	15.9 m in the supplied profile

Decision points for forwarders

Key Highlights

Bulk-led operating profileCoal, iron ore, fertiliser and agricultural commodities are more central to the port profile than conventional container-led activity.

East-coast locationThe port is positioned north of Chennai on the Bay of Bengal, making origin-destination planning around southern and eastern India important.

Mixed cargo capabilityContainer, general cargo, breakbulk and liquid bulk are reported, but acceptance depends on berth, equipment, cargo and vessel confirmation.

Deep-draft planning requiredVessel dimensions and under-keel clearance should be checked against the nominated berth and sailing window rather than relying only on the port profile.

Inland execution is criticalFor containerised or bagged cargo, truck availability, road restrictions, plant loading readiness and document release can control the end-to-end schedule.

Cargo-handling scope

Facilities & Services

Container handling: The supplied profile identifies two container berths with a total length of 650 metres and the stated ability to handle two container vessels simultaneously at drafts of up to 13.5 metres. Equipment deployment, window availability and terminal acceptance should be reconfirmed before booking.
Dry bulk berths: The first development phase is described as including four berths, including two for coal, one for iron ore and one for general cargo. Berth allocation and cargo-specific handling arrangements remain subject to terminal confirmation.
General and breakbulk cargo: Granite is reported as a handled breakbulk commodity, with other project or metal cargo requiring advance review of dimensions, lifting points, stowage and discharge arrangements.
Liquid bulk: Edible oils, including crude palm oil and soya oil, are reported in the port profile. Tank compatibility, shore connection, heating requirements and contamination controls must be checked for each shipment.
Inland collection and delivery: Our team can coordinate truck planning, plant loading, empty-container positioning and delivery sequencing, while road, rail, depot and terminal availability must be verified for the specific cargo.

Routing assessment

Routes & Transit Times

Regional ocean connection: Cargo is commonly planned through India’s east-coast maritime network, with onward connection arrangements depending on the carrier’s current service design and transshipment plan. We do not assume a direct sailing or fixed weekly frequency without a live carrier quotation.
Chennai comparison: Since Krishnapatnam is approximately 70 nautical miles north of Chennai, our team compares both gateways where cargo origin, equipment availability, vessel schedule, inland distance or cut-off risk makes an alternative practical.
Bulk shipment scheduling: For coal, ore, grain and fertiliser, laycan, berth congestion, cargo readiness, draft restrictions and survey or inspection requirements may affect the schedule more than a published port-to-port transit estimate.
Container timing variables: Actual transit depends on vessel allocation, transshipment, export documentation, terminal cut-off, customs release, trucking conditions and monsoon or weather-related disruption. All quoted timings are indicative and subject to carrier confirmation.

Cargo and origin planning

Hinterland & Key Cargo

Primary cargo base: The supplied port profile identifies exports of iron ore, barite, rice and maize, and imports of coal and fertiliser. These commodities require careful attention to moisture, contamination, dust, loading sequence and weight documentation.
Breakbulk and project cargo: Granite and potential scrap-metal movements call for pre-advice covering piece dimensions, gross weight, lifting method, lashing, discharge equipment and any oversize-road requirements.
Liquid commodities: Crude palm oil and soya oil are reported liquid-bulk commodities. Shippers should provide product specifications, temperature requirements, safety data and tank-cleanliness criteria before nomination.
Regional sourcing: Agricultural and mineral cargo moving through the port should be planned from the actual factory, mine, mill or warehouse location; inland distance, road suitability and loading-hour restrictions can materially change the gateway decision.

Execution controls

Operations & Compliance

Cut-off control: Obtain the carrier’s confirmed CY cut-off, documentation cut-off, VGM deadline and hazardous-cargo deadline for the actual sailing. Do not use a generic port closing time, as terminal and carrier windows may differ.
Dangerous goods: Submit the correct UN number, proper shipping name, class, packing group, flash point, marine-pollutant status and packing declaration before booking approval. Terminal acceptance must be obtained before dispatching the unit.
Export documentation: Align commercial invoice, packing list, shipping bill or applicable export filing, certificate requirements, VGM and any commodity-specific inspection documents. Weight discrepancies are particularly sensitive for bulk and heavy cargo.
Customs and inspection: Keep cargo, HS classification, quantity, origin and valuation consistent across documents. If examination is ordered, allow time for container positioning, unpacking, survey, resealing and potential truck rebooking.
Inland delivery: Confirm road permits, axle-weight limits, container condition, empty-return location, driver instructions and plant loading capacity before the truck is released to avoid detention or failed collection.

Practical recommendations

Shipping Tips

Send our service team the cargo description, HS code, package or bulk characteristics, gross weight, origin address and preferred shipment window before requesting a final routing.
For heavy or dense cargo, prepare verified weight data early and check container payload, road limits, terminal acceptance and stowage restrictions before stuffing.
For grain, minerals and fertiliser, use packaging and moisture controls suited to the commodity; retain loading photographs, weight records and seal details for claims and inspection support.
For granite, scrap or other breakbulk cargo, provide a dimensioned cargo list and lifting plan. Our team can evaluate containerisation, breakbulk handling or an alternative east-coast gateway according to the shipment profile.
Maintain a contingency option through Chennai or another suitable Indian gateway where the required sailing, equipment, inland access or terminal window is not available at INKRI; feasibility must be checked case by case.

Forwarder questions

Frequently Asked Questions

Is INKRI mainly a container port?It has container-handling facilities, but the supplied profile presents Krishnapatnam as a mixed port with a strong dry-bulk focus. Our team checks current vessel space, equipment, berth window and terminal acceptance before recommending it for a container shipment.

Can we use the stated 17-metre depth for every vessel?No. The 17-metre alongside depth is a port-profile reference for the stated development phase, not a universal operational guarantee. Berth, tide, under-keel clearance, vessel condition and cargo intake must be confirmed for the nominated call.

What information is needed for a bulk booking?Provide commodity, quantity, moisture or density data, loading rate, cargo readiness, vessel dimensions, draft, laycan, survey requirements and discharge details. These inputs allow our service team to test berth and operational feasibility.

How should dangerous goods be arranged?Submit the complete DG declaration and safety data before booking. The carrier and terminal must approve the cargo, packing, labelling, segregation and delivery plan; a standard container booking should not be treated as DG acceptance.

When should Chennai be considered as an alternative?We compare Chennai when the required service, equipment, sailing window, inland route or terminal acceptance cannot be secured at INKRI. The decision should include total inland cost, customs arrangements, transshipment risk and cargo-specific handling needs.

Data integrity

Data Sources & Provenance

The port code, name, country, city, coordinates, berth description, draft references, cargo profile and vessel figures shown here are based on the supplied INKRI port profile. Development-stage statements and historical operating figures are not treated as a guarantee of current berth availability, channel depth, vessel acceptance, service frequency or transit time.

For current regulatory and operational verification, our service team cross-checks applicable information with Indian maritime and shipping authorities, including shipmin.gov.in, dgshipping.gov.in and indianports.gov.in, together with the nominated carrier and terminal. These domains support regulatory or institutional verification; they do not independently validate every figure in the supplied profile.

Operational decisions must be based on the latest carrier booking confirmation, terminal instructions, berth plan, customs requirements, vessel nomination and inland transport assessment. Our team will confirm time-sensitive details before cargo dispatch.