EACH CONTAINER’S JOURNEY—from ship to yard is tracked by AI-powered cameras, radio-frequency identification (RFID) tags and advanced location systems, ensuring seamless coordination and minimal human intervention. Here, the traditional clamour of cargo handling has been replaced by the quiet hum of automation. The result is faster vessel turnaround times and the ability to welcome the largest container ships right at India’s doorstep.
Vizhinjam Port is located 16 km south of Thiruvananthapuram, Kerala. Developed by the Adani Group, it is touted as India’s first mega transshipment container terminal, and it has been designed as a all-weather, multi-purpose port with a deep draft and strategic greenfield development. Positioned just 10 nautical miles from the east–west shipping axis, it connects Europe, Persian gulf and the far east, making it ideal for container transhipment.
BREAKING RECORDS IN FIRST YEAR
Prime Minister Narendra Modi dedicated the port to the nation on 2 May 2025. In its very first year of operation, the port handled over 390 commercial vessels and processed more than 8.4 lakh containers. “Global ports normally take 2-2.5 years to achieve such volumes,” reckoned senior officials of the port.
The operational backbone consists of eight ship-to-shore cranes and 24 yard cranes, all integrated into advanced automation systems from global firms such as Navis, ABB and Camco. The port also boasts India’s first indigenously developed Vessel Traffic Management System (VTMS), designed by IIT Madras, to ensure safe and efficient vessel movements. Other supporting infrastructure includes workshops, internal truck parking facility, RMU-2 unit and a fuel station. Initially crane operators worked high above the quayside in physically demanding conditions. Today, remote-control technology allows them to work from the comfort of an office, almost like playing a sophisticated video game.
CONTAINERS MOVED NON-STOP
Port officials explained that tasks once done manually like yard and vessel planning have now been transformed by touch of technology. What once took 2-3 hrs now takes just 10 minutes, as AI processes complex parameters automatically. It is learnt that vessel planners earlier required 3-4 years to master their role fully. Now, with AI assistance, the same planning is completed within minutes.
Of course, human operators still play a role, but their function has shifted from direct control to supervision. For four cranes, a single operator can now oversee operations while the automated system executes the work. Officials point out that investment in such automation systems has also improved safety. The yard is now one of the safest environments in the industry and enables equal opportunity. Tomorrow, you may see women operators working in comfort, from an office environment with good facilities. “For eg, women operators in Norway are demonstrating how this can truly be an equal-opportunity workplace,” stated the officials.
Automation also brings consistency. While a human operator might begin a shift performing 30–35 container moves per hour and then slow down due to fatigue, the automated system maintains a steady 25 moves per hour, 24 hours a day, seven days a week! Currently, truck loading is the only manually operated segment, but full automation in this area is expected soon.
PORT’S NATURAL ADVANTAGES
One of Vizhinjam’s most compelling features is its natural depth of 18–20 metre, which requires no dredging. It is also protected from heavy littoral drift, reducing the need for constant maintenance. The proximity to the international east–west shipping route means, ships can save both time and fuel by docking here directly rather than making detours to Singapore, Colombo or Jebel Ali.
Officials noted that initial estimates for the port’s first-year throughput were between 300,000 and 400,000 TEUs. The actual figure 850,000 TEUs in just 10 months, far surpassed expectations. Monthly volumes have consistently exceeded the theoretical capacity of one million TEUs annually, reaching 1.2 million TEUs in operation!
Since opening, Vizhinjam has berthed over 23 ultra-large container vessels with direct connections to Europe, Singapore and the far east. Earlier these ships bypassed India in favour of Colombo. Notably, in September 2024, the port welcomed the MSC Cloud Generator, one of the world’s largest container ships, carrying 20,000 TEUs with a 16.5-metre draft. Among the MSC fleet’s six IRENA-class giants, three – MSC IRENA, MSC Turkey and MSC Michel Capellini have already berthed at Vizhinjam.
Officials reckon that the port offers significant advantages for exporters in southern Tamil Nadu, Kerala and even Karnataka. It is the only Indian port with direct connections to China, Malaysia, Singapore, Burundi, parts of Europe and Africa, without intermediate stops. Compared with Mumbai’s JNPT and Mundra, which are farther from major sea routes and involve multiple stops, Vizhinjam can offer point-to-point service. This reduces transit times, fuel costs and cargo handling charges. The port has already begun attracting consolidation cargo from the Middle East and Bangladesh.
SAVINGS IN USD
According to officials, in its first year, Vizhinjam captured roughly 20 per cent of cargo that previously went through rival transshipment ports, mainly on routes from the Far East to Europe, Africa and South America. While transshipment remains the mainstay, the port is preparing to handle EXIM (export–import) cargo soon. Officials anticipate interest from industries such as textiles, industrial goods, seafood, perishables and domestic products. Exporters in hubs like Tirupur currently ship goods via Thoothukudi and Colombo, adding around USD 500 per container. Direct services from Vizhinjam could cut transit times to Europe from about 40 days to 25 days.
The port’s own 1.2-km access road to National Highway 66 is complete, but the connecting stretch in Tamil Nadu is still pending. Temporary connectivity is in place until a national highway link is constructed, which is likely to handle up to 2000 TEUs daily in the next 3–4 years. Kerala’s portion of the access road was finished three years ago. Truckers from Tirupur already use existing highways through Karur and Nagercoil, with only the final 100 km to Vizhinjam remaining. The Tamil Nadu government has committed to completing the missing bypass by December. Exporters from Tirupur, Coimbatore and Bengaluru have expressed interest, with global brands such as Volvo, Marks & Spencer and IKEA already in talks. Cargo from Bengaluru could reach Vizhinjam in just 8–12 hours via Tamil Nadu’s highway network, pointed out the officials.
Inside the port, all equipment is ready to handle both transhipment and EXIM containers. Container freight stations and empty container repair yards are under development. Disaster preparedness is also a priority, with regular drills in coordination with the National Disaster Management Authority. Once EXIM operations begin, they are expected to account for 15–20 per cent of volumes by September 2026, with the potential to eventually rise to 40 per cent in the next 3 – 5 years.
Rail connectivity is also in the pipeline, with a 10.5 km link to Balarangapuram under construction. Managed by Konkan Railway, this link will include a 9.8 km tunnel to minimise local disruption and will handle up to 36 containers per rake. This is expected to be completed in three years.
EXPANSION AHEAD OF SCHEDULE
Currently, Vizhinjam has an 800-metre berth, but Phase 2 will extend this to 2,000 metre and the breakwater to 4 km. “Originally planned for 2045, this expansion costing around Rs 10,000 crore has been advanced to 2028 to deliver benefits to the country and the region much sooner,” stated the officials. This will include multipurpose and liquid berths, increased container-handling capacity, and expanded bunkering facilities. Once complete, the port will be able to berth up to eight large ships at the same time.
BALANCING GROWTH AND THE ENVIRONMENT
Officials also highlighted that Vizhinjam is one of the most environmentally scrutinised infrastructure projects in India, with daily, monthly, quarterly and annual reviews. Environmental management ranks as the second-highest expense after operations. Studies over the past decade show no significant coastal degradation, a proof of responsible industrialisation.
The port has already generated about 2000 jobs through operations and CSR activities, with more expected as ancillary industries grow. “Unlike in other service sectors such as IT, which often demands specialised skills, port-linked industries create opportunities across the spectrum – from ITI graduates to engineers to general labourers,” said officials.
INDIA’S COMPETITIVE ADVANTAGE
A top official of Vizhinjam Port also highlighted India’s subtle advantage of stability and adaptability. If there’s turmoil in the Red Sea or elsewhere, cargo often comes to India. One reason is stability and the other is operational capability. For example, when the Red Sea issue occurred last year, Singapore faced a seven-day waiting period and struggled to handle the flow. During the COVID-19 pandemic, when Jebel Ali and Colombo were congested, the majority of transshipment shifted overnight to Mundra, and it worked!
For perspective, India handled around 23–25 million TEUs last year, while Shanghai alone processed over 50 million. The India–Sri Lanka region remains capacity-constrained, underscoring the need for mega ports. Current leaders, JNPT and Mundra, each handle around 10 million TEUs, but future projects like Vadhavan aim for over 20 million TEUs.
Officials expressed strong optimism that Vizhinjam is more than just a new port—it is a strategic leap in India’s maritime capabilities.