IRKHK Port Code Lookup

Port Code Lookup

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Total 1 ports of IRKHK

IRKHK Khark Island Port
Khark Island Port is the seaport of Khark island, in the city of Khark islandin Iran. Overseas routes include Middle East, Port code is IRKHK.

Show details

Port Code

IRKHK

Name

Khark Island

Country / Region

Iran

City

Khark island

Sea Routes

Middle East

Type

Latitude

29.2397700

Longitude

50.3143000

Est. Unit Price

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Port Overview

Kharg Island (UN/LOCODE: IRKHK) is an offshore Iranian oil terminal located approximately 30 km from the mainland. Its logistics role is fundamentally different from that of a container gateway: the island is principally used for crude-oil loading, with petroleum products and sulphur/LPG-related movements handled subject to terminal acceptance. Crude is transferred by pipeline from mainland oil fields to offshore and island-side loading facilities. The supplied port record identifies a Sea Island loading capability of up to 500,000 DWT at 32.0 m draught, a “T” Jetty capability of up to 275,000 DWT at 20.7 m draught, Darius Terminal parameters of 80,000 DWT and 20.0 m draught, and an LPG/Sulphur Berth of 40,000 DWT and 11.5 m depth. Our service team treats IRKHK as a project, tanker and bulk-energy port rather than a standard FCL/LCL destination.

UN/LOCODE	IRKHK	Country	Iran
Port / City	KHARK ISLAND	Coordinates	29.2397700, 50.3143000
Primary function	Crude-oil and energy terminal	Standard container profile	Not indicated in the supplied record

Key Highlights

Specialised offshore energy port: cargo planning is driven by tanker nomination, terminal approval, loading windows and marine-operational requirements.
Large-vessel capability: the supplied record lists up to 500,000 DWT and 32.0 m draught at the Sea Island facility; actual acceptance remains subject to terminal and vessel confirmation.
Multiple energy cargo interfaces: crude oil, LPG and sulphur-related movements require separate cargo, safety and documentation workflows.
Limited relevance for ordinary container cargo: our team should verify the actual receiving facility before quoting any FCL, LCL, general-cargo or project-cargo plan.
High compliance sensitivity: vessel, cargo, ownership, insurer, bank and counterparty screening should be completed before any commercial commitment.

Facilities & Services

Crude-oil loadingIsland installations are connected to mainland oil fields by pipeline. Loading arrangements are normally managed around nominated tankers, terminal instructions and approved operating windows.

Sea Island facilityThe supplied record states a maximum draught of 32.0 m and vessel size of 500,000 DWT. These are reference limits, not a guaranteed berth acceptance for every vessel.

“T” JettyThe supplied record states 20.7 m draught and 275,000 DWT. Final suitability depends on vessel dimensions, cargo, tide, weather and terminal confirmation.

Darius TerminalThe supplied record identifies an LOA limit of 274 m, draught of 20.0 m and vessel size of 80,000 DWT.

LPG / Sulphur BerthThe supplied record states 11.5 m depth and 40,000 DWT. Dangerous-goods and cargo-specific acceptance must be checked before booking.

Island-to-mainland logisticsBecause the port is offshore, general cargo, spares, provisions and project equipment require a separately confirmed feeder, barge, road or terminal-handling arrangement.

Routes & Transit Times

Principal trade pattern: tanker movements are generally arranged from the Kharg Island loading facilities toward the buyer’s nominated discharge region. The exact route depends on cargo specification, vessel nomination, sanctions screening and charter-party terms.
Feeder and support movements: equipment or non-liquid cargo may require coordination between the island terminal and an Iranian mainland gateway. This should not be presented as a regular container connection unless the receiving facility confirms it in writing.
Transit-time control: berth allocation, terminal readiness, loading sequence, weather, vessel clearance, documentation, insurance and financial compliance can affect the schedule more materially than distance alone.
Quoting practice: our service team provides a planning range only after receiving vessel particulars, cargo details, nominated terminal, origin, destination and required delivery basis. No fixed sailing frequency or transit time should be assumed.

Hinterland & Key Cargo

Mainland oil-producing areas: crude is described in the supplied record as arriving through pipelines from mainland oil fields, making pipeline and terminal interface planning central to the port’s logistics model.
Primary cargo: crude oil is the dominant cargo profile. LPG, sulphur and related petroleum products may use dedicated or cargo-specific facilities subject to acceptance.
Support cargo: marine spares, pumping or terminal equipment, maintenance materials and project cargo may be required, but their island delivery route and handling method must be confirmed case by case.
Containerized cargo: the supplied record shows zero FCL and LCL entries; our team should therefore avoid assuming standard container-yard, warehouse or door-delivery services at IRKHK.

Operations & Compliance

Booking and cut-off: tanker nomination, terminal acceptance, cargo readiness and documentary approval normally determine the effective cut-off. Our team must obtain the terminal’s current loading instructions rather than apply a generic container closing time.
Dangerous goods: crude oil, LPG and sulphur require accurate cargo classification, SDS or equivalent technical information, flash point and quantity data where applicable, plus vessel and terminal safety documentation.
Sanctions and counterparty review: cargo origin, vessel ownership and management, charterer, consignee, banks, insurers, agents and trading parties should be screened under the applicable laws of all involved jurisdictions before booking or payment.
Inspection and clearance: cargo, vessel and documents may be subject to port, customs, maritime-safety or terminal checks. Our service team will coordinate document consistency, but final clearance remains subject to the relevant authorities and terminal.

Do not rely on a port code alone to determine whether a shipment is legally or operationally acceptable. The final plan must be confirmed against current terminal instructions, vessel nomination, applicable sanctions controls and the cargo’s actual classification.

Shipping Tips

Send our service team the vessel name, IMO number, LOA, beam, summer draught, DWT, cargo grade, quantity, loading range and nominated terminal before requesting a firm operational plan.
For LPG, sulphur, chemicals or petroleum-related cargo, prepare the cargo specification, SDS, dangerous-goods data, certificate requirements and emergency-response information at the quotation stage.
For equipment or project cargo, confirm whether delivery is required to the island, a mainland port, a bonded location or a named contractor; packaging and transport mode depend on that final point.
Keep alternative loading windows, substitute vessels and contingency discharge options available. Any alternative must pass terminal acceptance, sanctions screening, insurance review and documentary checks.

Frequently Asked Questions

Can IRKHK be used for normal FCL or LCL shipments?

It should not be assumed. IRKHK is identified in the supplied record as an oil terminal, and the record shows no FCL or LCL entries. Our team will first verify the actual receiving facility and arrange a mainland gateway or project-cargo solution where appropriate.

What vessel size can the port handle?

The supplied port description lists up to 500,000 DWT and 32.0 m draught at Sea Island, up to 275,000 DWT and 20.7 m draught at the “T” Jetty, and 80,000 DWT with 20.0 m draught at Darius Terminal. These figures require confirmation against the nominated vessel and current terminal conditions.

Is there a standard container cut-off time?

No generic container cut-off should be applied to this oil-terminal operation. Our service team will obtain the applicable tanker nomination, cargo-readiness, documentation and terminal-loading deadlines for the specific movement.

What documents are normally needed for an energy-cargo shipment?

The exact set depends on the cargo and contract, but typically includes commercial and transport documents, cargo specifications, safety or dangerous-goods information, vessel particulars, origin and consignee details, and any required terminal or regulatory approvals.

Can our team guarantee a transit time or berth window?

No. Berth availability, terminal readiness, weather, vessel clearance, compliance review and documentation can change the schedule. We provide a planning estimate only after the operational parameters are confirmed.

Data Sources & Provenance

The port code, name, country, city, coordinates, terminal description and vessel-parameter figures in this module are based on the supplied IRKHK port record. The facility limits are presented as reference values from that record and are not treated as a standing berth guarantee.

Operational details that may change over time—such as terminal acceptance, loading windows, vessel clearance, sanctions controls, documentation requirements, service availability and routing—must be reconfirmed with the relevant terminal, authorities, carriers, agents, insurers and counterparties before execution.

No unsupported throughput, berth-count, container-service, sailing-frequency, tariff or transit-time figures have been added. Our service team uses the current shipment documents and written terminal confirmation as the controlling basis for an executable quotation.