India’s maritime sector has been steadily evolving with a growing focus on building larger and more capable port infrastructure. Alongside improvements in existing ports, there is a clear shift towards developing facilities that can handle higher cargo volumes and reduce reliance on foreign transshipment hubs. This is reflected in a series of upcoming mega port projects across the country, including Vadhvan port in Maharashtra, set to become India’s largest container port; the Galathea Bay transshipment terminal in the Andaman & Nicobar Islands, designed to become a crucial deep-water transshipment hub; and the Vizhinjam international deepwater multipurpose seaport in Kerala, India’s first large-scale container transshipment port inaugurated recently.
A look at the key features, progress so far and completion timelines of these mega projects…
Vadhvan Port
Approved in 2024, the greenfield all-weather deep draught port in Vadhvan, Palghar, Maharashtra, is being developed as India’s largest container port, capable of handling ultra-large container vessels. With a natural draught depth of 20 metres, it is projected to handle 298 million metric tonnes (mmt) of cargo annually, including 23.2 million twenty-foot equivalent units (TEUs) for container handling.
It is being developed as a landlord port by Vadhvan Port Project Limited (VPPL), a joint venture (JV) of the Jawaharlal Nehru Port Authority (74 per cent equity participation) and the Maharashtra Maritime Board (26 per cent). The port will drive the expansion of JNPA’s deep draught capacity.
The project will be executed under the hybrid annuity model (HAM). The authorities are currently calibrating timelines for tendering, awards and subsequent activities. However, offshore HAM-related construction can begin only after the completion of the breakwater, a critical component that will create the necessary sea tranquillity for offshore reclamation. According to Gaurav Dayal, chairman, JNPA, bidding for the breakwater contract is under way while land acquisition is progressing gradually. Proposals for 22 out of the 24 affected villages have already been submitted, and compensation disbursal is set to begin soon after approvals. Work on supporting infrastructure such as water and electricity connectivity has already been awarded and is under way.
ITD Cementation India Limited is undertaking near-shore reclamation and shore protection works on an
engineering, procurement, and construction (EPC) basis. Meanwhile, the JV of J. Kumar Infraprojects Limited and Shinde Developers Private Limited has recently won a contract from the National Highways Authority of India to construct a four-lane expressway connecting Vadhvan Port to Tava village on NH-48 in Maharashtra. The project involves the construction of a 32.1 km long access-controlled expressway, including an 800 metre long twin tube tunnel. The expressway will link the Delhi-Mumbai Expressway (NE4) with NH-48, enabling seamless port connectivity to various regions in the state.
Going forward, the broad development target is to operationalise at least four of the planned nine container terminals within five years, along with additional liquid and other cargo terminals. Once operational, Vadhvan port will significantly expand container handling capacity on the west coast, particularly by accommodating large vessels that existing ports such as JNPA are unable to handle efficiently. Over time, this will elevate India’s position among global maritime hubs.
ICTT at Galathea Bay
The government has identified Galathea Bay on Great Nicobar Island in the Andaman & Nicobar Islands for the development of an international container transshipment terminal (ICTT), owing to its strategic location. The gateway is positioned on the world’s busiest shipping corridor, barely 40 nautical miles from the Malacca Strait, through which nearly a third of global trade flows.
The estimated cost and capacity stand at Rs 440 billion and 16.2 million TEUs respectively. The project is proposed to be developed in two phases. Phase I, with an estimated cost of Rs 180 billion and capacity of 4 million TEUs, involves the construction of breakwaters, dredging, reclamation, berths, storage areas, buildings and utilities; the procurement and installation of equipment; and the development of a port colony with core infrastructure. Phase II will include seabed dredging, construction of a sheet pile wall and development of 106 hectares through back filling. The implementation bids for Phase I are likely to be issued by July 2026, with commissioning targeted for 2029.
Recently, in March 2026, the project received clearance from the public-private-Partnership Appraisal Committee to be developed by a JV, with 55 per cent ownership held by an Indian-controlled entity and the remaining 45 per cent by state-owned ports, including Kamarajar Port. Foreign operators have been excluded from participation. The JV company will develop and operate the project with viability gap funding support from the government for a concession period of 50 years.
Given its proximity to major international shipping routes, the Galathea Bay ICTT has the potential to emerge as a strategic transshipment hub, capturing a share of cargo currently routed through foreign ports.
ICTT at Vizhinjam
The project involves the development of a greenfield, deepwater ICTT at Vizhinjam in Kerala in three phases. Commercial operations under Phase I commenced in December 2024 with a designed capacity of 1 million TEUs. Within a short period of operations, the port has demonstrated strong performance, handling over 1.43 million TEUs and operating at more than 130 per cent capacity utilisation. The port has helped establish direct connectivity with major global shipping routes across Europe, the Americas and Africa, reinforcing its role as a key national transshipment terminal.
Recently, in January 2026, the government inaugurated capacity augmentation works for Phases II, III and IV. As part of this, the existing container berth will be extended to create a continuous 2 km long container berth, the longest in India. The breakwater will be extended to 3.88 km, and additional container yards will be developed through sea reclamation. Phase II involves the construction of an additional container terminal and breakwaters of 400 metres and 200 metres respectively. Phase III involves the construction of a 250 metre liquid terminal, an additional container terminal and a cruise-cum-multipurpose terminal, along with breakwaters of 800 metres, 700 metres and 200 metres respectively.
The capacity augmentation works are being carried out under a supplementary concession agreement signed in
November 2024 between the Government of Kerala and Adani Vizhinjam Port Private Limited (AVPPL), with completion targeted by December 2028. AVPPL, a wholly owned subsidiary of Adani Ports and Special Economic Zone Limited (APSEZL), is an SPV that is developing the port terminal, which is based on the landlord model, where basic infrastructural facilities such as dredging, reclamation, breakwater and quay wall construction will be provided by AVPPL. Facilities such as cranes, lifts, warehouses and container terminals will be provided by the port operator on a build-operate-transfer basis. The Government of Kerala and AVPPL are also responsible for land acquisition, road/rail infrastructure, water and power supply required for the construction and operation of the port.
Currently, Vizhinjam is primarily serving Indian container ports as a transshipment port. With the commencement of the capacity augmentation works, it is expected to emerge as a regional transshipment hub, strengthening India’s position in global maritime trade and supporting long-term economic growth.
Post expansion, the port’s cargo handling capacity will be strengthened through the addition of ship-to-shore and yard cranes, enabling the handling of next-generation container vessels of up to 28,000 TEUs. On completion, the port will be capable of handling up to five mother vessels simultaneously, with an operational throughput capacity of up to 5.7 million TEUs per annum, significantly reducing India’s dependence on overseas hubs.
Akanksha Mahajan Marwah with
Priyashi Saxena
