HNAPA Port Code Lookup

Port Code Lookup

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Total 2 ports of HNAPA

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.

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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.

HNAPA Amapala Port
Amapala Port is the seaport of Amapala, in the city of Amapalain Honduras. Overseas routes include Central and South America, Port code is HNAPA.

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Port Code

HNAPA

Name

Amapala

Country / Region

Honduras

City

Amapala

Sea Routes

Central and South America

Type

Latitude

13.2949157

Longitude

-87.6530457

Est. Unit Price

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Port Overview

Amapala Port (UN/LOCODE: HNAPA) is a Pacific seaport of Honduras located on Isla de Tigre in the Gulf of Fonseca, in the country's southwest. It is a medium-sized, historically established port with a natural deep channel, but the supplied port record notes that its infrastructure is not modern. Amapala opened in 1868 and formerly handled important mineral exports; its commercial importance later declined as San Lorenzo on the mainland became more significant. For contemporary forwarding, Amapala should be assessed as a specialized and potentially constrained port option rather than assumed to be a conventional container hub. The record identifies sailing vessels as the predominant regular vessel type and reports a maximum recorded vessel length of 15 metres. Our service team recommends confirming berth suitability, cargo handling arrangements, vessel acceptance and inland transfer conditions before any booking commitment.

Port code	HNAPA
Port / city	Amapala, Honduras
Coordinates	13.2949157, -87.6530457
Geographic setting	Isla de Tigre, Gulf of Fonseca, Pacific coast
Operational profile	Coastal and overseas trade; limited modern infrastructure; natural deep channel

Key Highlights

Pacific gateway with island accessIts Gulf of Fonseca location creates an island-port operating profile, so marine and inland connection planning must be coordinated.

Not a standard container hubThe supplied record lists zero container, LCL and automotive service indicators; containerized cargo capability must be verified case by case.

Infrastructure limitationModern terminal, yard and cargo-handling assumptions should not be made without written confirmation from the local operating party.

Historical commercial roleAmapala historically handled mineral exports, while San Lorenzo later became more important for mainland commercial activity.

Vessel suitability is criticalThe source record reports a maximum recorded vessel length of 15 metres; vessel dimensions and maneuvering conditions require prior review.

Facilities & Services

Marine access: The port benefits from a natural deep channel, but channel use, tidal restrictions, pilotage and vessel acceptance should be confirmed for each sailing.
Container handling: The supplied record shows no reported FCL or LCL service volume. Our team will verify whether the shipment can be handled as containerized cargo or requires an alternative port and feeder arrangement.
Breakbulk and general cargo: Project, agricultural, mineral or other non-containerized cargo may require shipper-arranged handling equipment, labor and temporary staging. Availability is subject to local confirmation.
Storage and yard: Do not presume bonded warehousing, reefer plugs, empty-container depots or long-stay storage. Cargo dwell time and custody arrangements should be agreed before dispatch.
Inspection and clearance: Customs inspection, document review and release procedures must be coordinated with the appointed Honduran customs broker and the relevant port-side parties.
Inland connection: Island access can introduce an additional marine or transshipment leg. Road transfer, ferry/barge interface, vehicle access and cargo handover should be planned as one end-to-end operation.

Routes & Logistics Transit Planning

Trade direction: Amapala is positioned for Pacific-side Honduran trade and Gulf of Fonseca movements. Actual overseas routing may involve transshipment through a larger regional gateway rather than a direct sailing.
Routing confirmation: Our service team will check whether the cargo moves by charter, breakbulk service, feeder connection or mainland-port alternative. Carrier acceptance, equipment positioning and port rotation must be confirmed before quoting.
Transit-time control: No fixed transit time should be promised for HNAPA. Total lead time can be affected by transshipment availability, tide and weather, cargo handling resources, customs release and the island-to-mainland transfer.
Cut-off discipline: Booking cut-off, cargo receiving window, documentation cut-off and vessel readiness are likely to be operation-specific. The controlling cut-off must be obtained in writing for the selected sailing.

For time-sensitive cargo, our team normally compares HNAPA with a mainland Honduran gateway before finalizing the routing. The comparison should include inland haulage, handling, customs, transshipment risk and total landed logistics cost—not ocean freight alone.

Hinterland & Key Cargo

Immediate hinterland: Amapala serves the maritime and island environment around the Gulf of Fonseca. Cargo requiring mainland distribution should be assessed for the additional transfer leg and road connectivity.
Regional relationship: The port's Pacific position links it conceptually with southern Honduran commercial areas and regional Gulf of Fonseca trade, while San Lorenzo is the principal alternative to evaluate for mainland-oriented cargo.
Historical cargo profile: The port record documents substantial nineteenth-century exports of gold, silver and other ores. Historical cargo does not by itself confirm current handling capability.
Current cargo assessment: General cargo, project cargo, agricultural products, minerals and coastal consignments may be considered only after verifying equipment, packaging, storage and customs requirements.
Containerized cargo: Because the supplied indicators report no FCL or LCL activity, shippers should obtain written confirmation of equipment, loading method, seal control and empty-container return arrangements.

Operations & Compliance

Booking and cargo cut-offs: Request the actual vessel cut-off, document cut-off, receiving location and final cargo acceptance time. Island transfer schedules may create an earlier practical cut-off than the nominal port deadline.
Dangerous goods: Submit the correct UN number, proper shipping name, class, packing group, technical description and Safety Data Sheet where required. Do not move dangerous goods toward the port until acceptance and segregation conditions are confirmed.
Customs documentation: Commercial invoice, packing list, transport document, origin information, permits and any cargo-specific licenses should be consistent. Honduran customs requirements and electronic filing procedures must be checked with the licensed broker before cargo dispatch.
Inspection and release: Customs or other authority inspection may delay release, particularly where marks, weights, quantities, tariff classification or supporting permits are inconsistent. Keep cargo accessible for examination and avoid scheduling onward transport on an unconfirmed release.

Shipping Tips from Our Service Team

Send us the cargo dimensions, gross weight, packing method, commodity, HS classification and required delivery point before requesting a HNAPA quotation. Oversized or non-containerized cargo needs a handling feasibility review.
Ask for a written confirmation of the receiving point, equipment, lifting method, storage period, vessel dimensions accepted and island-to-mainland transfer responsibility.
Use seaworthy export packing with lifting points, moisture protection, clear marks and a complete piece count. For project cargo, provide a stowage drawing and center-of-gravity details where applicable.
Keep a mainland alternative in the quotation comparison, especially for FCL, reefer, dangerous goods, high-value cargo or shipments with strict delivery deadlines. Our team can compare the full door-to-door route.

Frequently Asked Questions

Can HNAPA be used for regular FCL export shipments?

It should not be assumed. The supplied port record reports zero FCL and LCL indicators, so our team must verify container equipment, acceptance, loading arrangements and empty-container handling before confirming the booking.

Is Amapala the same operational option as San Lorenzo?

No. They are different Honduran Pacific port locations. Amapala is on Isla de Tigre, while San Lorenzo is on the mainland and became more commercially important. We will quote and assess them separately.

Can a large ocean vessel call at Amapala?

Do not rely on a general port label. The supplied record reports a maximum recorded vessel length of 15 metres, so vessel length, draft, maneuvering, pilotage and berth suitability must be confirmed for the specific call.

What is the expected transit time?

There is no universal HNAPA transit time. It depends on the selected service, transshipment, cargo readiness, customs release, weather, handling resources and any island transfer. Our team will provide an estimated schedule only after routing confirmation.

What should be checked before sending cargo to the island?

Confirm the receiving point, transfer schedule, cargo-handling equipment, storage, customs broker, inspection access, insurance responsibility and final delivery plan. Cargo should not be dispatched on the assumption that standard container-terminal services are available.

Data Sources & Provenance

The port code, name, country, city, coordinates, historical description, infrastructure profile, vessel-type ratio and recorded vessel-length statement above are based on the supplied HNAPA port record. Operational recommendations are professional planning guidance and are intentionally qualified where conditions can change.

Official Honduran port-sector reference: enp.hn — use for current port authority information and operational confirmation.
Honduran customs reference: aduanas.gob.hn — use for current customs procedures, declarations and clearance requirements.
International location-code reference: unece.org — relevant international trade and UN/LOCODE reference framework; the displayed HNAPA code follows the supplied port record.

Authority rules, service availability, vessel acceptance, cut-offs, charges, customs procedures and routing schedules are subject to change. Our service team will verify the current conditions with the relevant parties before booking or cargo dispatch.