India’s port sector is witnessing sustained activity in dredging, with major and non-major ports undertaking capital and maintenance projects to enhance navigational depths, accommodate larger vessels and improve operational efficiency. Recent developments span new capital dredging projects, maintenance contracts and specialised rock dredging works, reflecting the sector’s growing focus on capacity augmentation and efficient marine infrastructure. Against this backdrop, ports are also exploring advanced dredging practices and efficient project execution strategies to address site-specific challenges and support long-term expansion.
A look at the key recent dredging developments across major and non-major ports in India…
Syama Prasad Mookerjee Port, Kolkata: The Syama Prasad Mookerjee Port Authority (SMPA) has undertaken a number of dredging initiatives to maintain navigability across its channels and support cargo operations. For the Haldia Channel, the estimated dredging quantity under the five-year programme is around 50 million cubic metres (mcum). The port has an ongoing contract with the Dredging Corporation of India (DCI), under which three trailing suction hopper dredgers are deployed. A cutter suction dredger has also been added to undertake dredging in the Haldia region, including areas around the Haldia Anchorage and oil jetties. The dredging programme incorporates incentive and disincentive provisions. The targeted depth has improved significantly over the past decade and currently stands at 5.6 metres, with the port targeting a further increase of 0.2 metres over the next three to four years. For the Kolkata Channel, SMPA is looking for a smaller dredger suitable for the available tidal window. The port currently uses DCI vessels with hopper capacities of 4,500-5,500 cubic metres (cum) but is also evaluating vessels of up to 3,000 cum. Grab dredgers are being used for dock dredging at both Kolkata and Haldia, with these activities covered under ongoing contracts.
SMPA is working on a capital dredging project to deepen the approach channel to the Sagar anchorage and enable Panamax vessels to anchor there. The proposed alignment involves connecting this deeper channel to the port channel by cutting across a large sandbar. The final alignment was completed last year and the port has received the final report. The proposed project envisages achieving a channel depth of 13.5 metres within three to three and a half years from commencement. The National Technology Centre for Ports, Waterways and Coasts and IIT Madras have recommended a hopper capacity of 22,000 cum, with each dredger having a minimum hopper capacity of 10,800 cum. The capacity and depth estimates have been revised to account for recitation. SMPA has floated a tender for soil investigation following requirements raised by interested dredging companies and is awaiting feedback. SMPA is also examining the potential reuse of dredged material.
The biggest issue and challenge is siltation, which impacts navigable depth and the operational range of dredgers. During spring tides, we can see tidal variations of up to five metres, while DCI dredgers working in the area have a loaded draft of 6.5-7 metres and reach that draft quickly after commencing operations. This makes the tidal window a major constraint, as dredging areas must remain clear for vessel movements. Another challenge is the long distance to designated dumping grounds, some of which are as far as 40 nautical miles away, increasing transit times. Strong currents, reaching up to seven knots during spring tides, further complicate operations.
Cochin Port: The Cochin Port Authority is actively pursuing maritime infrastructure expansion, channel deepening 
and strategic regional projects across the Lakshadweep and Andaman & Nicobar Islands. The port faces significant operational challenges due to a shallow offshore seabed, where a depth of 5 metres requires travelling 5 km out to sea while achieving a 15 metre depth requires extending 15 km offshore.
In 2025–26, Cochin Port spent Rs 1.56 billion on maintenance dredging, and a new contract worth Rs 1.9 billion has been awarded to DCI for the upcoming year. Maintenance dredging accounts for 20-30 per cent of the port’s total revenue. To optimise these costs, the port is seeking technological solutions such as predictive maintenance, AI-based monitoring and water injection dredging, alongside commercial avenues such as selling dredged sand for road works and converting silt into construction bricks.
Capital dredging activities have also been carried out across key areas, including a Rs 500 million project for the Naval Basin executed by Ultra Dimensions and a Rs 650 million project for the Malt Basin undertaken by Rock and Reef, which also carried out dredging works for the Indian Coast Guard Jetty Basin. To accommodate larger vessels, Cochin Port plans a Rs 4.75 billion project to deepen its draft from 14.5 metres to 16 metres across the channel and basin serving Vallarpadam and the International Container Transshipment Terminal. Execution is slated for next year, pending discussions with DP World. The port is also evaluating an outer harbour development model using breakwaters to curb siltation, incorporating technical designs from IIT Madras and ArcelorMittal.
Cochin Port Authority also manages critical island infrastructure development. Under an agreement with the Lakshadweep administration, detailed project reports have been submitted for eight out of the 10 identified islands. Civil works have been awarded for Kadamath and Kalpeni, with dredging contracts estimated at Rs 400 million each planned for mid-2027. An estimated Rs 750 million project for Androth has received in-principle approval, while initial plans are underway for Kavaratti, Minicoy and Agatti.
Gujarat Pipavav Port: Pipavav Port (APM Terminals) is positioning itself to support higher cargo throughput and greater integration with global liner networks. The port handles a diversified cargo mix, including containers, liquid bulk, dry bulk, LPG and Ro-Ro vehicles. However, its operational expansion over the past decade has been constrained by draft limitations. To address these constraints, Pipavav Port recently completed capital dredging for its new liquid jetty project within the scheduled timeframe and without any loss-time injuries. The project also incorporated localised environmental mitigation measures, including the use of silt curtains to minimise the impact on surrounding marine habitats and mangroves.
Pipavav Port’s long-term master plan focuses on increasing channel depths and expanding marine infrastructure to facilitate larger vessel calls and support wider network integration. In addition to channel deepening, the port is evaluating sustainable approaches, including the use of green fuels for dredging fleets, efficient reclamation engineering and deep-sea disposal of unsuitable marine black clay. Strengthening cross-functional capabilities among civil engineering teams, along with close coordination between marine traffic control and project execution teams, will remain important for the safe and efficient execution of future port expansion projects. These capabilities will be particularly relevant as India advances the development of larger and more complex port infrastructure.
Jawaharlal Nehru Port: The Jawaharlal Nehru Port Authority has completed construction work for its Coastal Berth Rock Dredging Project, marking an important step towards improving navigational depth and operational efficiency at the berth. The project was awarded by DCI, with Knowledge Marine & Engineering Works Limited (KMEW) undertaking the work as a subcontractor. The project involved removing rock pinnacles and high spots at the Coastal Berth and disposal of the dredged material at the designated DS-3 dumping ground. KMEW’s work order, valued at Rs 583.9 million, covered the removal of approximately 10,500 cubic metres of hard rock from depths of up to 16 metres.
Vadhvan Port: Vadhvan Port is progressing towards the execution of its major offshore reclamation and dredging works. The latest development is the proposed Package 2B for offshore reclamation and dredging, which covers dredging of the approach channel and harbour basin, reclamation of approximately 1,207 hectares and construction of an offshore protection bund on the hybrid annuity model. The work is expected to be completed at an estimated cost of Rs 192.29 billion, including Rs 143.01 billion for Phase I and Rs 49.37 billion for Phase II.
Kamarajar Port: The construction work on the Capital Dredging Project – Phase VI at Kamarajar Port in Tamil Nadu has been completed. The project was executed by Van Oord India Private Limited and involved capital dredging of approximately 13.23 mcum. The scope also included maintenance dredging of about 0.21 mcum within the designated capital dredging area. The project was completed at a cost of Rs 4.4 billion. The completion of Phase VI has strengthened Kamarajar Port’s navigational capabilities, enabling it to achieve an operational draft of 18 metres. With this enhanced draft, Kamarajar Port has become India’s second major port after Visakhapatnam to achieve an 18 metre operational draft. The increased draft capability will enable the port to handle fully laden Capesize vessels of up to 170,000 deaweight tonnage, supporting higher cargo-handling efficiency and contributing to lower logistics costs.
Dredging projects by JSW Infrastruture: JSW Infrastructure is undertaking major capital dredging works at Jatadhar Muhan in Odisha, Keni in Karnataka, and Murbe in Maharashtra. The planned capital dredging quantities are approximately 30 mcum at Jatadhar, 44 mcum at Keni and 42 mcum at Murbe. Of the 30 mcum planned at Jatadhar, around 7 mcum has already been completed. The works at Keni and Murbe are yet to commence, with the required paperwork completed and project initiation planned shortly. Overall, the three projects entail around 116 mcum of capital dredging over the next two years. In addition, approximately 11 mcum of maintenance dredging is undertaken annually.
At Jatadhar, JSW Infrastructure is examining the use of dredged material for land reclamation in line with the Sagar Samriddhi approach of converting waste into wealth and reducing sea dumping. At Keni, 70-80 per cent of the dredged material is estimated to be used for reclamation, with the remaining 10-20 per cent proposed for sea dumping. The Murbe project will require a pile trestle of around 2 km, followed by a 10 km-long breakwater. The trestle is being planned based on the advice of the Ministry of Environment to avoid disturbance to the coastline. The company is also examining the utilisation and reclamation of dredged material as part of the project.
JSW Infrastructure has identified several challenges in executing these projects, including the availability of high-capacity cutter suction and trailing suction hopper dredgers, statutory clearances for the deployment of foreign dredgers, availability of reclamation land and long lead times for imported spares. There is a need to develop higher-capacity dredgers in India, including cutter suction and trailing suction hopper dredgers with capacities of around 35,000 cum, to meet the requirements of large projects with compressed execution schedules.
In sum
Overall, recent developments indicate continued investment in dredging across Indian ports, with a mix of capital, maintenance and specialised projects underway. As ports seek to deepen channels, accommodate larger vessels and expand capacity, timely project execution, effective maintenance, and the adoption of efficient and sustainable dredging practices will remain important to supporting long-term port development.
Sidra Siddiquie
