Vizhinjam International Seaport Thiruvananthapuram

The Vizhinjam International Seaport Thiruvananthapuram (English IPA: ,) (Malayalam  ) is India's first deep water container transshipment port, currently under trial run from July 2024. Located in the city of Thiruvananthapuram, Kerala, the port is designed to be a multi-purpose, all-weather, green port located 16 km away from the Thiruvananthapuram International Airport. It is poised to become India's first automated port and holds a unique position as the only Indian port directly adjacent to an international shipping lane. It is the deepest port in India and the third deepest in the world. The port's location offers a significant advantage: it lies just 10 nmi from the heavily trafficked east-west shipping channel connecting Europe, the Persian Gulf, Southeast Asia, and the Far East ((Suez- Far East rout and Far East - Middle East route). Additionally, the port boasts a natural depth of more than 20 Meters, eliminating the need for dredging. Vizhinjam is the first international deepwater transhipment port in the Indian subcontinent, with a natural depth of more than 20 Meters, which is crucial to allow entry of large vessels and motherships.

The port's strategic location along the Indian coastline provides unparalleled access to other Indian ports on the eastern and western coasts. The port's breakwater is the deepest and longest in India, with a height of 7.5 meters above the waterline and extending 22 meters below the waterline. It is also the second longest breakwater in the country, with a length of 3.1 kilometers, and will be extended to 4.5 kilometers during the final phase. 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. Being a greenfield seaport, it provides flexibility in design and future expansion. The port is a gateway to Indian Ocean. The seaport will be connected by the third-longest railway tunnel in India, presently under planning phase.

It possesses the capability to host world's massive cargo ships such as vessels of the ULCS container ships like the MSC Irina.The port is designed to accommodate large container ships, including those exceeding 24,000 TEU such as MSC Irina. The cruise berth under construction along the breakwater will be able to handle large cruise ships such as Icon of the seas. The Seaport's location offers an advantage as it is situated near an international shipping channel, facilitating connections to global trade routes. 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 7,700 crore Indian rupee, and the combined cost of all four phases, including the remaining three, is 23,300 crore making the total cost 31,000 crore. The Vizhinjam Seaport project is the first and only port project in India to receive VGF funding.

There is no littoral sedimentation and due to natural depth availability, the site needs minimal capital dredging requirements. Each berth has the capacity to handle 24,000 TEU. The Port is located on the Arabian Sea – Laccadive Sea – Indian Ocean and the first phase is expected to be commissioned in Dec 2024. 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.

Early history
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.

1940's
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.

1991 to 2015
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 goverment and Kumar Engineering Corporation for the developement 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 inr 4800000000 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.

2015 to present
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".

Infrastructure and characteristics
Vizhinjam, about 14 km from Kerala's capital city of Thiruvananthapuram, is only about 10 nmi 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. It is the first automated seaport in India. Vizhinjam has no littoral sedimentation. By having a natural depth of 18 m, the construction requires no to minimal dredging. Due to close proximity to international shipping routes, it takes only an hour to reach the port from the main route and the utilization of advanced port facilities further shortens the vessel's turn around time (VTT). The port has the capability to accommodate the world's largest ships for berthing, such as the ULCS container ship MSC Irina and cruise ships such as Wonder of the Seas. It is classified as an all-weather port and its operational efficiency remains consistent, unaffected by variations in high and low tide, due to minimal tidal variations.

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 port would include two breakwaters, as well as a harbor basin and wharfs. In phase 1, breakwater of total length 3180 m (main breakwater 3040 m with 140 m 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 multipurpose berth has been designed for berthing luxury cruise ships. It has a container berth with a length of 800 m 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. There is a fish landing center with a total berth length of 500 m along with port craft berth of 100 m and Coast Guard berth of 120 m. There are berthing and storage/operation facilities for Indian Navy with a berth 500 m long.

Cruise terminal
Vizhinjam's strategic location, with its proximity to pristine beaches, historical sites, and cultural attractions, makes it an ideal base for exploring Kerala's rich heritage. Tourist places such as Kovalam, Varkala, Thiruvananthapuram, and the Padmanabhaswamy Temple are located near to the port. The Cruise Terminal will have two dedicated cruise berths, one 600 m long, and a multipurpose berth that is 620 m long, which can also be used as an additional cruise berth. With this configuration, the terminal can simultaneously accommodate two ships like the Icon of the Seas, which require 400 meters each, or four cruise ships that need 300 meters each. The first berth will be completed in first phase and the second berth will be completed in the third phase. As of 2023, the berths will be capable of accommodating the largest cruise ship in the world.

Crew change
Vizhinjam Seaport Thiruvananthapuram is expected to provide a convenient point of call for vessels navigating through the Indian Ocean region for crew change requirements. Moreover, the proximity of Trivandrum International Airport, located just 16 km from the seaport, further enhances the ease of crew change operations. Notably, during the COVID-19 pandemic in 2020 and 2021, the port facilitated the embarkation of 2,807 crew members into service, while 2,737 individuals disembarked as a part of these crew change operations.

Bunkering hub
Upon its commissioning, the port will serve as a key destination for bunkering and a prominent port of call, mainly because of its advantageous proximity, situated just 10 nautical miles from the world's busiest international east–west shipping channel.

Administration
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 builds the second phase of the project at its own expense during the first 30 years.

Road connectivity
The Vizhinjam seaport has good connectivity to the rest of the country through NH 66 connected with it. The National Highway NH 66 traverses through the district, situated at an approximate distance of 3 kilometers from the shoreline, running almost parallel to the coast linking various key destinations. NH 544 primarily connects Salem to Kanyakumari and further extends its reach to Kochi. Within Thiruvananthapuram district, major urban centers include Trivandrum in the north and Nagercoil and Kanyakumari in the south, all accessible via NH 544. Additionally, the highway provides connectivity to significant towns such as Thrissur, Palakkad, Kollam, and Alappuzha within Kerala, as well as Coimbatore and Salem in Tamil Nadu. The port is also linked to Chennai. Notably, construction efforts are underway to extend the NH bypass road from Trivandrum, with plans to extend it further to Parassala, facilitating enhanced transportation infrastructure within the region. The seaport will have a connection to the upcoming Thiruvananthapuram Outer Ring Road which is Thiruvananthapuram Outer Area Growth Corridor

Rail terminal
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 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 (kmph). 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.

Airport terminal
Trivandrum International Airport is situated within 16 kilometers from Vizhinjam Seaport Thiruvananthapuram, the geographical proximity facilitates efficient passenger and air cargo transportation. The airport and seaport have Adani Group as the same administrative authority. This administration is further expected to enhance the coordination between the seaport and airport.

Protest by fishing community
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.

Legal disputes
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.