Vizhinjam International Seaport Thiruvananthapuram

Vizhinjam International Seaport Thiruvananthapuram (/vɪzɪnˈdʒæm ... ˌtɪrʊvənənˈtɑːpʊrəm/ , VIZ-in-jam ... TIR-uu-və-nə-TAH-puurr-əm), also known as Trivandrum Port is India's first deep-water transshipment port, located in Vizhinjam, Thiruvananthapuram. The Trivandrum port is designed to be a multi-purpose, all-weather, green port located around 20 kilometres (12 mi) away from the Thiruvananthapuram International Airport. It is India's first automated port & also the first deep water container transshipment port. It holds a unique position as the only Indian port directly adjacent to an international shipping lane. It lies just 10 nautical miles (19 km; 12 mi) from the heavily trafficked east-west shipping channel connecting Europe, to the Persian Gulf, Southeast Asia, and the Far East (Suez- Far East route and Far East - Middle East route). The port has a natural depth of 24 meters, which reduces the need for dredging, and possesses the capability to host many of the world's massive cargo ships, including those exceeding 24,000 TEU, such as vessels of the ULCS container ships.
The cruise berth under construction along the breakwater will be able to handle cruise ships. When fully commissioned, it is expected that the seaport may have the capacity to cater to 50 percent of the container transhipment needs of India that currently take place at Dubai, Colombo and Singapore. The first phase of the project amounts to ₹8,867 crore (US$1.0 billion or €950 million), and the remaining phases cost ₹20,000 crore (US$2.3 billion or €2.1 billion) making the total cost ₹28,867 crore (US$3.4 billion or €3.1 billion).
The port's location near the southern tip of the Indian coastline provides access to various other Indian ports on both the eastern and western coasts. The port's breakwater has a height of 7.5 meters above the waterline and extending 22 meters below. The current length of breakwater is 3.1 kilometers, and will be extended to 4.5 kilometers in the final phase. The STS Super Post-Panamax crane has specifications that include an outreach of 72 meters, a back reach of 20 meters, a rail gauge of 35 meters, and a total lifting height of 74 meters.This is the tallest STS crane in India A railway connection is planned for Vizhinjam Seaport, which will include the construction of what is projected to be the third longest railway tunnel in India. This development aims to enhance the port's connectivity with the national railway network, facilitating efficient cargo transportation. It is a state owned port, owned by the Government of Kerala and will be operated by the Adani Group for a period of 40 years.
Vizhinjam International Seaport is expected to have an impact on existing cargo movement to other ports and will cater to transshipment. The majority of containers originating from or destined for India are typically transshipped or subjected to double handling at international ports such as Colombo in Sri Lanka, Salalah in Oman, Port of Jebel Ali in Dubai and Singapore Port. Vizhinjam Seaport will primarily engage in competing with these international ports for container transshipment activities. The development of the port will be carried out in three phases, and the first phase is expected to get completed by September 2024. It is proposed to follow the landlord port model, with the intention of catering for passenger, container and other cargo shipping.
Vizhinjam Port and Vizhinjam International Seaport Thiruvananthapuram are two distinct facilities in Thiruvananthapuram. Vizhinjam Seaport (UN/LOCODE: IN VZJ) is managed by the Kerala Maritime Board and primarily supports maritime activities.Vizhinjam Seaport is located inside Vizhinjam harbour.The port features two berths, namely seaward and leeward. Vizhinjam International Seaport Thiruvananthapuram (UN/LOCODE: IN TRV), managed by Vizhinjam International Seaport Limited (VISL), is designed for handling large container ships and supporting international trade. To avoid confusion between the two ports, the new port is often referred to as Thiruvananthapuram Port from Thiruvananthapuram in the port name and based on the UN/LOCODE of the port, which is IN TRV, where TRV stands for Thiruvananthapuram, and 1 indicates the port. Therefore, it is called Thiruvananthapuram Port as per United Nations Code for Trade and Transport Locations.Although these ports are close to each other, they serve different functions and are managed by different authorities under Kerala Government.
The history of maritime trade in the area can be traced back to the second century BCE. When the Aay dynasty was defeated by the Pandyas in the 8th century A.D, it prompted their migration to Vizhinjam, located in Thiruvananthapuram. Several kings, including Chadayan Karunanthan (788 AD), Karunanthadakkkan "Srivallabha," and Vikramaditya "Varaguna" (who ruled around 884–911/920 AD), are known to have served as the Ay chiefs of Vizhinjam. A 2006 excavation unearthed the remnants of a fort in Vizhinjam, that probably belonged to the Ay chieftains and was believed to date back to the eight or ninth century AD. As mentioned in Sangam literature, the fort is believed to have been destroyed in the 12th century during the invasion of Kolothunga Chola. Vizhinjam was developed into a small port by Raja Kesava Das, who was the Dewan of Travancore during the reign of Dharma Raja Karthika Thirunal Rama Varma.
The idea for a modern port at Vizhinjam was first mooted by C. P. Ramaswami Iyer, while he was the Diwan of erstwhile Travancore state. A survey was carried out in the 1940s, but the initial foundations of the port were conceived about fifty years later. In the later stages, Eliyas John, along with Vizhinjam Mother Port Action Committee initiated a regular sensitization program aimed at both the public and government authorities to foster a better understanding of the imperative need for the establishment of this port. On royal orders, a British engineer arrived in Travancore to study the Vizhinjam sea and shore. There was an Airport Division under the Public Works Department at the time. Under that section, the Vizhinjam Harbour Special Section was founded in 1946. All of the data acquired from the surveys conducted by survey team was forwarded to Britain and the then-government. By the time Travancore and Kochi merged, India had gained independence and the regal regime had given way to democracy. In Thiru-Kochi, the idea that there is no need for a new port to challenge the existing Kochi port gained traction and the Vizhinjam Port office was closed down.
In 1991, then-ports minister M. V. Raghavan laid the groundwork for the port project. The initial preparations to start a port at Vizhinjam were undertaken in 1991 by the K Karunakaran government in Kerala. E. K Nayanar government also took forward the project. The A.K. Antony government, which came to power in Kerala, entered into tender proceedings. An MoU was signed by State government and Kumar Engineering Corporation for the development of the port. The consortium that won the contract under Antony's tender process was denied critical security clearance by the central government.
In 2006, the V.S. Achuthanandan government addressed the existing issues related to the port and resubmitted the request for clearance to the central government. However, the central government rejected the application again, citing security reasons. Subsequently, an all-party meeting was convened, and new tender proceedings were initiated. As part of this process, an investors' meet was organized to attract investors for the port's construction. Various countries officially participated in this meet.
A company based in Andhra Pradesh, Lanco Group, submitted a bid (negative tender) offering continuous profit to the state at a lower amount than the government had set. This bid was accepted. However, some companies that participated in the tender process alleged that Lanco Kondapalli had connections with a Chinese company and approached the court, leading Lanco to withdraw from the tender. The initial project model was suggested as a Public Private Partnership (PPP)- Private Services model. Two rounds of bidding and tenders called under the PPP model failed because of the inherent possibility of the project's economic rationale. The first round was granted to a Chinese company that failed to get security clearance from the centre. The second round was first awarded to Lanco Group and was then challenged in the Kerala High Court by Zoom Developers, which led to the eventual withdrawal of Lanco Group.
The International Finance Corporation (IFC) acted as the transaction advisor to Vizhinjam International Seaport Limited (VISL). The IFC was appointed in November 2009 as the lead advisor to the port. The IFC undertook in 2009 - 2010 a series of studies and reports that recommended the state to undertake the project under the landlord model, under which the state would invest over US$1 billion to build the port, rather than the PPP model, under which the Private Partner would bear the cost of the port. Larsen & Toubro Infrastructure Engineering had undertaken the environmental impact assessment study of the container port.
After the landlord model was accepted by the state government, a bidding round concluded. A consortium led by Welspun was the sole eligible company for the port operator role. The Welspun Group requested a grant of about ₹480 crore (equivalent to ₹905 crore or US$110 million in 2023) in terms of Net Present Value over 16 years. In negotiations between the state government and the Welspun Group, Welspun agreed to reduce the grant to 400 Crores. Kerala State Government rejected this offer because the terms of the PPP saw no economic rationale for the State Government.
An Expert Appraisal Committee of the Ministry of Environment recommended clearance for the project on 3 December 2013. Tenders for construction of a breakwater, fish landing center, and port operator began the next day. The Adani Ports and SEZ emerged as the sole bidder for the project and the project was awarded to Adani Ports and SEZ by Kerala Government Under Chief Minister Oommen Chandy in 2015. Steps for Land acquisition were taken by Oommen Chandy government.
When the construction works began on 5 December 2015, Adani group CEO Gautam Adani stated that the first ship would berth at the port on 1 September 2018, in fewer than 1,000 days. In 2017, Cyclone Okchi wreaked havoc on the region, damaging a piece of the completed breakwater. Since then, a paucity of limestone, the project's most critical raw material, has caused another delay. The port also faced constant resistance from surrounding fishing communities and Church groups, who claimed that the construction and debris hampered their ability to find fish and, as a result, their livelihoods. It was also affected by the COVID-19 pandemic in India. Adani group regularly invoked the force majeure clause to explain why the project was not completed in time.
When the first phase was nearing completion, the first general cargo ship from China arrived at the Vizhinjam port on 12 October 2023. The ship Zhen-Hua 15 left China in August and arrived at the Mundra Port in Gujarat few weeks earlier. It carried one quay crane and two-yard cranes that would be installed at the port.
On 11 July 2024 the port welcomed its first mothership the container carrier "San Frenando".
Vizhinjam, about 14 km (8.7 mi) from Kerala's capital city of Thiruvananthapuram, is only about 10 nautical miles (19 kilometres) from the international east–west shipping route connecting Western Asia, Europe, Africa and the far eastern areas of the world. It is India's first Deep Water Transshipment Terminal, and is being developed in three distinct phases. Vizhinjam has neglibible littoral sedimentation. By having a natural depth of 24 m (79 ft), the construction requires minimal dredging. Due to close proximity to international shipping routes and the utilization of advanced port facilities further shortens the vessel's turn around time (VTT).
Once phase 1 is completed, Vizhinjam port is expected to accommodate 1 million TEUs (20-foot equivalent container units), with succeeding phases adding another 6.2 million TEUs, accounting for more than 70% of India's transshipment as of 2023. The seaport will be connected by the third-longest railway tunnel in India, presently under planning phase and due for completion in 2028. The STS Super Post-Panamax crane has an outreach of 72 meters, a back reach of 20 meters, a rail gauge of 35 meters, and a total lifting height of 74 meters.
The port would include two breakwaters, as well as a harbor basin and wharfs. In phase 1, breakwater of total length 3,180 m (10,430 ft) (main breakwater 3,040 m (9,970 ft) with 140 m (460 ft) extension for fish landing harbor) will be developed. There would be approximately 10+ (2000m length overall) berths, the majority of which would be capable of accommodating mother ships. A dedicated 500 m (1,600 ft) multipurpose berth has been designed for berthing luxury cruise ships. It has a container berth with a length of 800 m (2,600 ft) capable of handling up to the current largest 18,000 TEU container vessels and a container yard behind the quay length with a depth of up to 500 m (1,600 ft). There is a fish landing center with a total berth length of 500 m (1,600 ft) along with port craft berth of 100 m (330 ft) and Coast Guard berth of 120 m (390 ft). There are berthing and storage/operation facilities for Indian Navy with a berth 500 m (1,600 ft) long.
Vizhinjam's location provides access to various beaches, historical sites, and cultural attractions in Kerala, including Kovalam, Varkala, Thiruvananthapuram, and the Padmanabhaswamy Temple. The port is set to feature a Cruise Terminal with a dedicated cruise berths which is 600 meters (2,000 feet) long, and a multipurpose berth that is 620 meters (2,030 feet), which can also serve as an additional cruise berth. This configuration will enable the terminal to accommodate two large ships, such as the Icon of the Seas, each requiring 400 meters, or up to four smaller cruise ships, each needing 300 meters. The completion of the berths will occur in phases, with the first berth expected to be finished in the second phase and the second berth in the third phase. By 2026, the terminal's berths are projected to be capable of accommodating the largest cruise ships in the world.
Vizhinjam Seaport in Thiruvananthapuram is expected to serve as a convenient point for vessels navigating the Indian Ocean region to carry out crew change operations. Its proximity to Thiruvananthapuram International Airport, located just 16 km (9.9 mi) from the seaport, further facilitates ease of crew changes. During the COVID-19 pandemic in 2020 and 2021, the port supported crew change operations for 736 mother vessels, enabling the embarkation and disembarkation of crew members. The first crew change during the trial run took place in August 2024.
Upon its commissioning, the port is expected to become an important destination for bunkering and a significant port of call due to its location, approximately 10 nautical miles from a major international east–west shipping route. The port's master plan includes provisions for a bunkering capacity with a Liquid Storage Area for Bunkering Tank Farm and associated utilities during the initial phase.
The Vizhinjam International Seaport in Thiruvananthapuram is located approximately 11 nautical miles from the busy Suez to Singapore/Far East route, a key maritime corridor that connects Europe to Asia via the Suez Canal. This route begins in the Mediterranean Sea, where ships transit the Suez Canal into the Red Sea, navigate the Bab-el-Mandeb Strait, and continue through the Gulf of Aden and Arabian Sea. It then crosses the Indian Ocean, often passing through the Strait of Malacca, before reaching Singapore and other major ports in the Far East. The corridor experiences significant traffic and is frequently used for the transportation of goods between Europe and Asia.
The Gulf to Singapore/Far East route is a maritime corridor connecting the Persian Gulf to Asia. The route begins in the Persian Gulf, with ships navigating through the Strait of Hormuz into the Gulf of Oman, and then proceeding into the Arabian Sea. It continues across the Indian Ocean, often passing through the Strait of Malacca, before reaching Singapore and other major ports in the Far East. The Vizhinjam International Seaport in Thiruvananthapuram is located approximately 11 nautical miles from this route, which is used for the transportation of oil, liquefied natural gas (LNG), and other goods from the Gulf region to Asia.
Vizhinjam port is a special purpose government company, fully owned by the Government of Kerala, that would act as an implementing agency for its development. In 2015, the Adani Vizhinjam Port Private Limited signed a 40-year agreement with the state government to build and maintain the port. Under this private public partnership deal, the Adani group would design, develop, finance, operate the port valued at 7,525 crore. According to the signed deal, Adani Group will have the only right to operate the port under licence for the first 40 years, and then for an additional 20 years if they build the second phase of the project at its own expense during the first 30 years.
Vizhinjam Seaport is strategically connected through a robust transportation network. National Highway NH 66, located approximately 8 kilometers from the port, runs parallel to the coastline and links key destinations including Coimbatore, Salem, Kanyakumari, and Thiruvananthapuram. NH 66 also connects to Cochin Port via NH 66A .The NH 47 is also nearby. As Kanyakumari is a neighboring area to Vizhinjam, vehicles can access National Highway NH 44, the longest highway in India, within a few hours' drive from Vizhinjam. This highway extends from Srinagar in the north to Kanyakumari in the south, traversing several states including Jammu and Kashmir, Punjab, Haryana, Uttar Pradesh, Madhya Pradesh, Maharashtra, Telangana, Andhra Pradesh, and Tamil Nadu. The Thiruvananthapuram Bypass, a 4-lane Greenfield corridor nearing completion, provides seamless connectivity between major tourist destinations and includes a dedicated 2 km approach road from the port. Additionally, a six-lane Outer Ring Road (ORR) is planned to connect Vizhinjam to Mangalapuram and Navaikulam, creating a ring around Thiruvananthapuram which is Thiruvananthapuram Outer Area Growth Corridor and further enhancing access to the port. This extensive network supports both regional and long-distance transportation.
The third longest railway tunnel in India, which is under various initial approval phase at Vizhinjam will link the Vizhinjam international Seaport Thiruvananthapuram with the southern railway mainline situated in Balaramapuram, Thiruvananthapuram. The construction of this tunnel employs the New Austrian tunneling method (NATM). This tunnel spans an 9.02 kilometers in length and reaches a depth of 25–30 meters beneath the ground's surface. Upon its completion, cargo trains departing from the Vizhinjam Seaport will traverse the tunnel in a mere 36 minutes, maintaining an average speed of 15-30 kilometers per hour (km/h). The integration of Vizhinjam Seaport into the Indian Railways network facilitates easy container transportation across India. The main line provides connectivity to major cities in Kerala and beyond. The Konkan Railway route opens up access to the western states. The southern coastal route ensures efficient rail connectivity to Tamil Nadu and various other regions, thereby contributing significantly to the nation's transportation infrastructure. The project received environment clearance
Trivandrum International Airport is situated within 15 kilometers from Vizhinjam Seaport Thiruvananthapuram, the geographical proximity facilitates efficient passenger and air cargo transportation. The airport and seaport are both managed by the Adani Group, providing a unified administrative authority. This shared management is anticipated to improve coordination between the seaport and airport, enhancing operational efficiency and connectivity.
The local fishing communities had been protesting against the port which intensified in August, 2022 when hundreds of fishermen besieged the main entrance of the Vizhinjam project site. The fishing community, led by the Roman Catholic Archdiocese of Trivandrum representing the Latin Catholic fishermen, has taken a leading role in the agitation, saying that the project has caused severe sea erosion, which has adversely affected their livelihoods and homes which numbers some 56,000. Archdiocese Vicar-General Fr. Eugine H. Pereira expressed concerns that the project would be harmful to fishermen in southern Kerala. He stated that fishermen are now fighting for their survival and accused both the ruling and opposition parties of having questionable dealings with the Adani group. The biggest demand of the protesters is that the construction of the port should be arrested and a proper environmental impact study should be conducted. Rehabilitation of families who lost their homes to sea erosion, effective steps to mitigate coastal erosion, financial assistance to fisherfolk on days weather warnings are issued, compensation to families of those who lose their lives in fishing accidents, subsidised kerosene, and a mechanism to dredge the Muthalappozhi fishing harbour in Anchuthengu in Thiruvananthapuram district were the demands put forward by the community. The locals claim that more than 100 families lost their homes to coastal erosion last year, but there is no official data on the relocated families except for some parochial records. Scientific studies concluded that the port construction has no impact on the coastal erosion. Around 300 families were living in schools and camps, and many others were staying in rented accommodation or with relatives from the time of Cyclone Ockhi.
On 27 November 2022 night, A group of fisher man attacked Vizhinjam police station, After FIR Against Latin Catholic Priests. Police reported that the mob was allegedly led by the Latin Catholic church. 30 Police were injured during the attack. Attackers were demanding the release of five protesters who had been detained the previous day. On 6 December 2022, the protests were called-off after a series of talks held between the protesters and the government.
The government of Kerala and the Adani group have been embroiled in a legal dispute over the delay in completion of the project. The project was delayed after the private partner - Adani repeatedly kept on invoking the force majeure clause to explain the delay in completing the project. Later, the parties agreed to enter into an arbitration to resolve the dispute.